Professional Documents
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OM-Radarpilot, Chartpilot, Coningpilot 1100 Ver. 5.0.x
OM-Radarpilot, Chartpilot, Coningpilot 1100 Ver. 5.0.x
RADARPILOT 1100
CHARTRADAR 1100
CONNINGPILOT 1100
Software Version 5.0.x
Radar Functions
Aids for Collision Avoidance
Conning Displays
Track Keeping with TRACKPILOT 1100
Software Version 1.1.0
Speed Control with SPEEDPILOT 1100
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 40).
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
However, the use of NACOS does not release the operator from the obligation to handle the ship in
accordance with the rules of good seamanship, i.e. to monitor the course, speed and position of the ship;
the operation of the NACOS must be monitored too.
1) IEC 61162-1 largely corresponds to NMEA 0183 Version 2.30 of 1st March 1998.
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RADARPILOT / CHARTRADAR
Operating Instructions
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RADARPILOT / CHARTRADAR
Operating Instructions List of Contents
List of Contents
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.1 Current IHO standards / Regulatory Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.2 RADARPILOT 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.3 CHARTRADAR 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.4 TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.5 SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.6 CONNINGPILOT 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1.7 Overhead Displays and Portable Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.8 The Equipment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
1.9 The Consistent Common Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
1.10 Scope of Applicability of these Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
1.11 System Structure and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Radar Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
3 PPI Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
3.1 Screen Stabilisation: True Motion, Relative Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
3.2 PPI Orientation: Head-Up, North-Up, Course-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.3 Centering / Off-Centering of the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
3.4 Range Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
3.5 Range Rings, Grid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
3.6 Own Ship and Target Symbols, Vectors, Past Position Plots . . . . . . . . . . . . . . . . . . . . . . . 58
3.7 Trails of Radar Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
3.8 Setting the Display of Pre-planned Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
3.9 Defining the System Track and the TO-Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
3.10 Setting the Display of Chart Objects on the RADARPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 68
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR . . . . . . . . . . . . . . 69
3.12 Setting the Display of the Map Objects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
3.13 Adjusting the Chart or Map to the Radar Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
3.14 Setting the Display of the RDF Target Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
NAVTEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339
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
The RADARPILOT 1100 makes it possible to achieve complete integration of the track-controller TRACK-
PILOT 1100 and the optional speed-controller SPEEDPILOT. Thus, not only the radar functions are avail-
able on the radar indicators. From these indicators, the ship can also be guided by the TRACKPILOT
either manually or automatically on pre-planned courses and tracks. If the SPEEDPILOT is installed, it is
possible on these indicators to set the lever and also to control the ship's speed by manual input of the
set speed or by automated speed-control in order to implement a very detailed voyage-plan.
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 up 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.
1.4 TRACKPILOT
The TRACKPILOT is used to control the ship's course, and permits various steering modes ranging from
the function of a conventional adaptive autopilot to automated and highly precise track-control. Zusätzlich
ist es bei entsprechender Installation möglich to maintain the ship´s heading during anchoring.
It can be operated on any radar indicator that is equipped with a TRACKPILOT Operating Unit.
1.5 SPEEDPILOT
By means of the SPEEDPILOT, the ship's speed can be controlled in a manner ranging from mainte-
nance of a manually specified speed to automated achieving of the speeds planned by means of the pre-
planned track or a planned time of arrival. In addition, the SPEEDPILOT can be used to set the lever to
any fixed value.
The SPEEDPILOT too can be operated on any radar indicator that is equipped with a TRACKPILOT
Operating Unit.
The CONNINGPILOT is a monitor that is connected to the TRACKPILOT electronics unit. It is used for
the presentation of conning displays. A separate trackball is available for the selection and adjustment of
the displays.
The displays of the CONNINGPILOT (and also its operating) correspond to the Conning mode of the
RADARPILOT and CHARTRADAR. The few special features of the CONNINGPILOT are described in
Section 22.
1) For activation of the CHARTRADAR function on an existing RADARPILOT, a licence code is required.
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1 Overview RADARPILOT / CHARTRADAR
1.7 Overhead Displays and Portable Displays Operating Instructions
Sensor data that are usually displayed in the individual display units of the sensor manufacturers can be
grouped together in Overhead Displays and in Portable Displays 1), provided that the sensors are
connected to NACOS. The operating of the Overhead Displays (selection of the displays and setting of
the brilliance) can take place at any radar indicator. The Portable Displays are operated locally but, if the
corresponding settings are made, they can also be operated at any radar indicator.
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 optional TRACKPILOT keyboard which is needed in order to operate the TRACKPILOT and -
if present - the SPEEDPILOT,
- 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.
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).
1) These are tablet PCs which receive their data by radio (WLAN).
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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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.8 The Equipment Components
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.
The optional TRACKPILOT consists of
- the TRACKPILOT electronics unit, which is largely identical to the display electronics unit of the
RADARPILOT and CHARTRADAR, but is in part fitted with other electronic assemblies, the inter-
connection box, and
- the TRACKPILOT interface, which contains the interface electronics to the rudder engine, propul-
sion and other engine data.
A second redundant TRACKPILOT consisting of a TRACKPILOT electronics unit and a TRACKPILOT
interface can be integrated into the system. This TRACKPILOT 2 acts as a fall back in case of failures
of TRACKPILOT 1.
☞ Both TRACKPILOTs contain all interfaces to the rudder engines redundantly.
If the propulsion data and the other engine data are not available twice over, then they are only
connected to TRACKPILOT 1 and are distributed within the system to TRACKPILOT 2 and to the
other system components. With this limited constellation, the failure of TRACKPILOT 2 does not lead
to any functional restrictions, but failure of TRACKPILOT 1, especially its interface unit, will result in
not all conning displays being complete.
The program of the optional SPEEDPILOT too runs in the TRACKPILOT electronics unit, the interfaces
between SPEEDPILOT and the propulsion system are contained in the TRACKPILOT interface.
☞ If two TRACKPILOTs are installed: The SPEEDPILOT is located in TRACKPILOT 1. Complete
failure of TRACKPILOT 1 leads also to failure of the SPEEDPILOT function.
All electronics units are connected to one another via bus systems, by means of which the exchange of
data takes place. The illustration on the following page represents a NACOS of medium extent, together
with its most important connections.
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1 Overview RADARPILOT / CHARTRADAR
1.9 The Consistent Common Reference System Operating Instructions
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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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.10 Scope of Applicability of these 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 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 oper-
ation by means of the trackball is possible but not the keyboard-based operating 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 328, 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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1 Overview RADARPILOT / CHARTRADAR
1.11 System Structure and Installation Operating Instructions
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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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.11 System Structure and Installation
Transceiver
electronics unit
CAN Bus
TVA
TVA
TVA
Interswitch
TVA
Display Display
electronics unit Remote keyboard electronics unit Remote keyboard
electronics electronics
TVA Interconnection box Interconnection box
CAN Bus
Ethernet LAN
Navigation sensors
(Example) AIS VDR CHARTPILOT
DEBEG
Gyro 4300 Digitizer
Position 1
Log
Wind
other sensors
Gyro
Position 2 Printer
Echosounder
Bridge alarm system
other sensors
CHARTPILOT
electronics unit
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1 Overview RADARPILOT / CHARTRADAR
Operating Instructions
TVA TVA
Transceiver TVA
electronics unit
CAN Bus
Slave keyboard
CAN Bus
Ethernet LAN
VDR
DEBEG AIS
4300 CHARTPILOT
Digitizer
Navigation sensors
(Example)
Gyro
Position 1
Log TRACKPILOT
Wind interface Printer
other sensors
Gyro
Position 2 CHARTPILOT
Echosounder Engine electronics unit
Bridge alarm system Propeller Steering gear
Thruster Rudder feedback unit
other sensors etc. Steering mode selector switch
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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 or of the CONNINGPILOT.
When this is done, all radar indicators and transceivers are switched on. 1) At the same
time, the TRACKPILOT too and, if present, the SPEEDPILOT are switched on.
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 77.
☞ 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 and the CONNINGPILOT 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 and so also does the TRACKPILOT and the SPEED-
PILOT Engine Interface. 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.
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 the joystick of the
TRACKPILOT keyboard, course manoeuvres can be performed manually; with the EXECUTE key that is
situated there, programmed manoeuvres can be triggered.
With this small number of elements, the entire radar system of a multiple installation, as well as the
TRACKPILOT and the SPEEDPILOT, including the Engine Interface, can be operated from the radar indi-
cator. In addition, the radar keyboard and TRACKPILOT keyboard contain function keys and rotary knobs
for direct access to some functions that are needed frequently.
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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
MORE Keys
The two keys situated above the DO key are called "MORE keys" in these operating instructions. They
have identical functions 1) which are not needed as frequently. Not all elements which can be operated by
means of the DO key react to the MORE key also. Furthermore, by pressing of the MORE key, open
menus (for menus, see below) can generally be closed without any results, and inputs can be aborted.
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.
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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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 1) 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 147 DROP EVENT
2.DO PRINT SCREEN
1)
In the Conning mode, the EVENT button is not available. The EVENT key has to be used. If there is no radar keyboard installed, a switch-
over to Radar mode or Chart mode must take place - see page 38.
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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
1)
The system can also be configured in such a way that Conning mode is not available. This configuration can be recognised from the fact
that, in the menu opened with the MENU button, the CONN MODE button is missing.
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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. 281),
Alarm settings (p. 135
Navigation sensor data (p. 86,
89),
AIS data and settings (p. 101)
TRACKPILOT settings (p. 213),
SPEEDPILOT data (p.261 ),
Trial manoeuvre (p. 141),
Zoom display (p. 163),
Depth display (p. 164),
Wind display (p. 165),
Docking display (p. 162),
EDIT TRACK Dialog (p. 150),
EDIT MAP Dialog (p. 157),
Track lists/catalogs (p. 64)
Setting of the Overhead
Displays (p. 198)
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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 70 ff) Setting display
- of the User Chart Objects (p. 68 or 69),
of the AIS Aids-to-Navigation (p. 75),
Additionally: - of the chart (p. 69),
- deleting of event markers (p. 147)
- 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. 58) ARPA target: symbol settings (p. 58)
DO: displaying target data (p. 111) DO: displaying target data (p. 111)
DO, ACQ TGT flashing: deleting several or all targets (p. 111) DO, ACQ TGT flashing: deleting several or all
MORE: (context menu see page 110) targets (p. 110)
deleting target (p. 110) MORE: (context menu see page 110)
displaying additional target data (p. 113) deleting target (p. 110)
sending safety message (p. 123) displaying target ID (p. 116)
displaying target ID (p. 116) selecting reference target (ARPA only, p 117)
selecting reference target (p 117) fixing the zoom display on a target (p. 163)
fixing the zoom display on a target (p. 163)
Heading line
Sleeping (AIS) target (p. 60)
display on/off (p. 105)
DO: displaying AIS target data (p. 116) Zoom frame (p. 163)
DO, ACQ TGT flashing: Manual target acqui- DO: positioning the zoom frame
sition (p. 105) MORE: (context menu see page 163)
MORE: (context menu see page 105) Fixed ARPA fixing the frame
displaying data (p. 115) target switching the zoom display off
sending safety message (p. 123)
manual target acquisition (p. 105) Target video (p. 105)
DO, ACQ TGT flashing: Manual target
acquisition
MORE: (context menu see page 105)
Manual target acquisition
Pre-planned track
setting the display (p. 64)
defining System Track (p. 66)
editing tracks (p. 149)
2.38NM
267.8° Measurement line
MORE: (context menu see page 42)
setting and deleting the line (p 98)
In addition: Electronic charts
(Chart mode only) Parallel index line (p. 99)
settings see page 69 DO setting the distance and bearing
Range rings, grid (p. 57)
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.6 An Overview of the Screen Operating Instructions
Buttons depending on
the clicked objects
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.6 An Overview of the Screen
Conning Mode
In the Conning mode, conning data appear in place of the PPI. Which data are displayed there depends
partly on the system configuration, on the availability of sensors, and partly on the setting made by the
operator. A typical example is shown in the following illustration. For details concerning the conning data
see Section 20.
Individual displays:
For each display, you
can choose between
the following presenta-
tions:
Wind, 1)
Depth, 1)
Weather, 2)
Recording,
Propulsion, 2)
Generator Power, 2)
Draught,
Speed, 2)
Consumption, 2)
see page 195 onwards
1) The displays Depth and Wind do not differ from those that can be shown in
the Multidisplay - see pages 164 and 165.
2) Available if the appropriate sensors are connected.
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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 MENU
AIS, VDR or ALARMS
NAVTEX BUZZER
connected to the Page 279
system Page 140 SETTINGS...
MENU
Page 135 TARGET ALARMS...
DISPLAY SETTINGS... Page 136 TRACK/DEPTH ALARMS...
UTILITIES...
ALARMS...
PILOT... Page 213
Page 93 SENSOR MONITOR...
AIS...
VDR...
Page 273 NAVTEX... MENU
Page 38 RADAR CHART CONN AIS
Page 127 SET VOYAGE DATA ...
Only on the CHARTRADAR SAFETY MESSAGE
Page 121
READ... SEND...
Page 122
LONG RANGE INTERROGATION
Page 124 READ...
MULTIDISPLAY MENU
Page 162 DOCKING DEPTH Page 164
VDR
Page 163 ZOOM WIND Page 165
Page 271 RESTART ...
Page 166 CAMERA RDF Page 76
INCIDENT BACKUP ...
Page 199 OVERHEAD DISPLAYS...
SYMBOL SETTINGS
TARGET SYMBOLS
MENU OUTLINES STANDARD
UTILITIES Page 60
Page 141 TRIAL MANOEUVRE... OWN SHIP OUTLINE
STANDARD
Page 327 MAINTENANCE...
Page 279 SYSTEM FAULT LIST...
Page 325 PERFORMANCE MONITOR
Page 85 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 75
AIS AIDS-TO-NAV AIS AIDS-TO-NAV
MAP SYMBOLS SYMBOLS SIMPLIFIED
Page 68
SIMPLIFIED AREAS FILLED
TEXT LABELS
1)
Radar mode
CHARTRADAR 1)
MAP Chart mode CHART
MAP CHART
MAP CHART TYPE ENC
USER CHART OBJECTS
Page 75
AIS AIDS-TO-NAV AIS AIDS-TO-NAV
Page 70
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 34, (only on the
CHARTRADAR) BRILLIANCE
TRACK
GREY MODE
COURSE WPT NUMBER
Page 65 Page 36 DEGAUSS AUTO MAN
LEG WPT SYMBOL
Page 35 BRIGHTNESS
Page 64 LOAD... EDIT... Page 149
CONTRAST
Page 65 CLEAR... DELETE... Page 155 Page 36 PANEL
SYSTEM TRACK:
DAY NIGHT
Page 66 SET... CANCEL Page 67 Page 35
Page 67 SELECT TO-WPT... SETTINGS...
Page 34
BRILLIANCE
SETTINGS
LAMPS
DATA
SCALE
Page 35
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. 34)
- keyboard illumination (p. 36) Switching over the
display modes (p. 38)
Activating a non-active
keyboard (p. 49)
Range selection
(p. 56)
Centering/off-centering
the display (p. 56)
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.9 The TRACKPILOT Keyboard Operating Instructions
The TRACKPILOT keyboard makes it possible to operate the TRACKPILOT and the optional SPEED-
PILOT. The functions of the joystick and of the EXECUTE key are available here only. All other functions
can be operated either with the keys of the TRACKPILOT keyboard or with the trackball and cursor as
described in the relevant sections.
Settings of
- TRACKPILOT (p. 213)
- SPEEDPILOT (p. 261)
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.10 Activating/Deactivating of Slave Keyboards/Trackballs
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).
at least or or or or
3 seconds
TRACK SPEED
RADAR CHART CONN
PILOT PILOT
MODE MASTER
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.10 Activating/Deactivating of Slave Keyboards/Trackballs Operating Instructions
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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:
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.
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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 60.
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 89.
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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 62.)
- 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
62.
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 102).
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 CHARTPILOT or else on the radar indicator (see
Section 15).
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 sailed by the ship along a rhumb
line or on the great circle; see page 218.
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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 67
5
Pre-planned track
116
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3 PPI Settings RADARPILOT / CHARTRADAR
3.9 Defining the System Track and the TO-Waypoint Operating Instructions
A large number of system functions refer to a particular track, e.g. steering with the TRACKPILOT in
Track mode or by means of Pilot Data 1), display of the deviation from the track, track alarms and chart
alarms (generated by the CHARTPILOT), possibly sailing with the SPEEDPILOT in Profile mode and in
Arrival mode, etc. This track is called the System Track and must be defined at the beginning of the
voyage.
The data of the System Track can be displayed in the TRACK DATA display at the bottom of the side
strip. This is described in Section 23.6.
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. If not already done by the defining of
the System Track, the defining of this TO-waypoint causes the computation and display of the approach
track leading to the System Track. This temporary track begins at the ship's own position and joins
the System Track at the TO-waypoint and can also be used as the basis for steering with the TRACK-
PILOT.
☞ 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. 2) 1301 HELSINKI-BRIXHAM
1302 BRIXHAM-MIAMI 1
☞ If, as a result, a dashed line starting at the ship's own posi- 1303 BRIXHAM-MIAMI 3
3b.DO
tion is displayed additionally, that line represents the SET CLOSE
approach track, which joins the ship's own position to the
System Track at the TO-waypoint.
☞ The track is automatically subjected to a geometrical check before it is made the System Track 3). If
the check indicates that defined radii and waypoint positions do not match each other, or a radius is
smaller than defined as permissible, then the corresponding message 4) is shown and the track is not
accepted as the System Track by the program.
As soon as the System Track is defined, its data can be displayed in form of the TRACK DATA display
or the WAYPOINT DATA display- see page 212.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.9 Defining the System Track and the TO-Waypoint
☞ If the TRACKPILOT is running in Track mode, the current 39 DEEP SEA PILOT
40 SKAGERAK
TO-waypoint. cannot be changed
41 HANSTHOLM
42 FRIESLAND
43 GAS FIELD
3b.DO
39 SELECT CLOSE
Pre-planned track
38
Waypoint No. 39 has been defined
as the TO-waypoint. The temporary
track which is then computed
(including the wheel-over point and
curve) is displayed additionally.
1)
Whether the approach track is displayed as a rhumb line or as a great circle depends on the setting of the sailing mode of the TRACKPILOT
- see page 218.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.10 Setting the Display of Chart Objects on the RADARPILOT Operating Instructions
☞ For display of the Chart Objects on the CHARTRADAR, see page 69.
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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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
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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3 PPI Settings RADARPILOT / CHARTRADAR
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR Operating Instructions
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 1.9 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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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
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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3 PPI Settings RADARPILOT / CHARTRADAR
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR Operating Instructions
MORE CLOSE
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
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
☞ If, with the categories Base and Standard, the display of additional display groups is switched on, a
plus sign appears additionally in the CATEGORY field. If, with the categories Standard and All, the
display of display groups 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
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 34) might produce an improvement in the display.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR Operating Instructions
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.12 Setting the Display of the Map Objects
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 41.5).
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
157, 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 68
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3 PPI Settings RADARPILOT / CHARTRADAR
3.13 Adjusting the Chart or Map to the Radar Video Operating Instructions
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 92.
☞ 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 86). 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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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 172) 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 176).
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 176.
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 170.
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.
If the TRACKPILOT is in a steering mode 1) the settings of the navigation sensors described in Section
5.2 to Section 5.4 can be made only on the radar indicator which is the TRACKPILOT Master (for
TRACKPILOT Master, see page 221).
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
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5 Heading, Speed, Position RADARPILOT / CHARTRADAR
5.2 Compass Operating Instructions
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:
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
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 135).
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 92) 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 167.
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).
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 58).
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 108. 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.
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 106) or automatically with the aid of
one of the two combined acquisition and surveillance zones, called acquisition/guard zone in the
following (page 107). For the acquisition/guard zone setting procedure, see page 135. Furthermore, a
sleeping target is acquired automatically when the TCPA and CPA values fall below the set values (page
109).
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 111).
Acquired AIS targets are treated in exactly the same way; a lot more data are available about AIS targets
than about ARPA targets (page 113).
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 107).
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 112).
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 109. The procedure for setting the acquisition / guard zone is described on page
109.
☞ 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).
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.
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)
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.
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.
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 107
2) Not for SAR aircraft.
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 107), 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 132 TRANSMITTER ON
AIS CONTROL opens up in the Multidisplay.
Page 131 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 129 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 131.
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 113). 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
113) 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 127.
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 68.
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 103.
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 136 DANGEROUS TARGETS
symbol with MORE and then (with DO) on TARGET TCPA LIMIT 15 min
ALARMS. CPA LIMIT 0.5 NM
Page 107 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 139 DEPTH ALARM 999 m
CLOSE
Input of Course and Track Limit
Click on the COURSE or on the TRACK field, and then enter
the value with the virtual keyboard.
LIMITS COURSE 10 °
TRACK 999 m
DO
DO
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.
☞ Both limits also have a special significance for the TRACKPILOT (see next page).
The limits can be entered manually only at the radar indicator functioning as TRACKPILOT Master
(for TRACKPILOT Master, see page 221). If the TRACKPILOT uses the Pilot Data 1) of the System
Track then, on passing a waypoint, the limits that were entered in the track for this waypoint become
valid, see page 214.
Both values are automatically equalised system-wide, also with the values displayed in the TRACK-
PILOT SETTINGS dialog - see page 216; the last input is valid.
If no TRACKPILOT is installed, the manual input can be made at any indicator. No system-wide
equalisation takes place as a result of the manual input. But, if a System Track is defined, then on
passing a waypoint the limits that were entered in the track for this waypoint or parameter point
become valid and are displayed and used system-wide.
radar indicators and in the Alarm Settings menu of the CHARTPILOTs. In this way, it is ensured
that the same limits are used for the monitoring actions taking place simultaneously on the radar indi-
cators, on the CHARTPILOTs and on the TRACKPILOT.
- If the TRACKPILOT is being operated in Heading mode or Course mode, it performs the check for
track deviations and course deviations relative to the track that is entered as the set course, i.e. not
relative to the System Track. In this case, the alarms generated by the radar indicators (COURSE
LIMIT EXCEEDED, TRACK LIMIT EXCEEDED and APPROACHING WAYPOINT) can appear on
all radar indicators and CHARTPILOTs, and in addition the track alarms generated by the TRACK-
PILOT (TP COURSE LIMIT and TP TRACK LIMIT) can appear on the TRACKPILOT Master.
- If the TRACKPILOT is being operated in Track mode, it likewise performs the check relative to the
System Track. To avoid double alarms, the alarms generated by the radar indicators are
suppressed, and only the alarms generated by the TRACKPILOT can appear on the TRACKPILOT
Master. There, the alarm TP WPT APPROACHING generated by the TRACKPILOT also appears
when the wheel-over point is being approached.
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 or in the Conning mode 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, for example on the unit
which is normally switched to act as the TRACKPILOT Master.
If the ship is being steered by TRACKPILOT, the system is continuously monitoring the relation between
the speed and the measured water depth. This monitoring is based on a ship specific threshold which is
depending on its hull construction data 1). Hereby, a warning and an alarm level can be generated in order
to inform the operator about a potential squat effect which could reduce the steering ability (the course
stability) of the ship. The squat warning and the squat alarm can be switched on and off independently if
the TRACKPILOT is in an active steering mode. Both alerts are only activated if the alarm times set in
the TRACK/DETH ALARMS menu have been passed, that means the threshold must have been
exceeded for a longer time than specifieed by the operator.
Input of the Alarm/Warning times
Click on the SQUAT WARNING or the SQUAT ALARM field
and enter the value with the virtual keyboard. TRACK / DEPTH ALARMS
DO
1) The parameters for the calculation of this threshold must have been set for the warning an alarm function on service level.
2) 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 68 or page 71.
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. After that, it is available on all items of equipment in the system.
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.
☞ It is recommended that the CHARTPILOT should be used for this task. Tracks can be edited much
more conveniently there, e.g. on the basis of the electronic chart, and also with higher nautical safety
as a result of the available test possibilities. Furthermore, some of the track data can be entered only
on the CHARTPILOT.
☞ The CHARTPILOT 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.
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...
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 67. 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 sailed as a rhumb line (Rhumb Line mode) or as a great circle (Great Circle
mode) 1).
- Track control mode, course limit, track limit, rudder economy: These are further Pilot Data by
means of which the TRACKPILOT can be parameterised automatically by the track that is to be
sailed by the ship (see page 214). Their meaning is explained in Section 24. The course limit and
the track limit can also be used to control the track monitoring; see page 136. Furthermore, the track
limit is of special significance for the chart monitoring (see Operating Instructions of the MULTIPILOT
ff).
- Profile Speed, Planned Speed: With these data, the SPEEDPILOT can be parameterised automat-
ically by the track that is to be sailed by the ship. In addition, the Planned Speed is used for the
calculation of the passage plan that is carried out at the CHARTPILOT and for the geometrical check
that is performed as soon as the track is to be defined as the System Track; see page 66.
In general, the values entered for the TO-waypoint become effective at the wheel-over point of the TO-
waypoint. Exceptions:
- Does not always apply for use by the TRACKPILOT; see page 214.
- The Planned Speed and the Profile Speed become effective at the wheel-over point of the FROM-
waypoint.
(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 152.
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 152.
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 is to be modified, this track must be selected for display - see page 64.
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 64.
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 150.
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.
3b.DO
DELETE CLOSE
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 41.5 - see page 335. Furthermore, data saving should be
performed (likewise in accordance with Section 41.5).
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 139), 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 33
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
174 Radar Setting for SART Detection (X-Band only))
Regarding Clean Sweep function see warning on page 81.
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
Conning Displays
Conning displays can only be shown on the CHARTRADAR and on the CONNINGPILOT. This part is
therefore not applicable for the RADARPILOT.
Configuration of the three individual displays in the case of Docking display on the CONNINGPILOT
or
main part
or
1) Wherever there are differences in the Conning mode of the CHARTRADAR and that of the CONNINGPILOT, this is noted in the following.
2) All displays that need the own speed for their generation are based on the data of the selected speed sensor.
At the CHARTRADAR:
MODE
Selecting the Display DO
or
Repeated pressing of the CONN MODE key causes a change-over DO
to the other conning displays. These switch-overs take place in the
same way if, instead of the CONN MODE key, the CONN button RADAR CHART CONN
which appears after clicking on the MENU button is used.
In these displays, a number of data that are needed for sailing in coastal approaches and on the open
sea are displayed as numerical values and as graphics. In this section, the main part of the two displays
is described jointly because they are very similar. The differences are described on page 190.
The data contained in these displays have been adapted at service level to suit the units installed on
board and the interfaces that are implemented. By means of operating actions, only one setting can be
made here:
☞ The scale in the 30°/min range is linear, in the 90°/min range, it is non-linear.
Gyro heading
Yellow triangle: The set
heading or course, specified
by the TRACKPILOT: 1) 2)
Red line: Direction of the Next radius: Pre-
quay (docking direction, see planned set radius which
page 191) is defined as the set
radius by pressing of the
Green field: EXECUTE 3) key
This indicator is
TRACKPILOT Master
1) Course over ground if the selected speed sensor is working in Bottom Track mode
Course through the water if the selected speed sensor is working in Water Track mode
2) In Heading mode of the TRACKPILOT, this is displayed beside HEADING to make it clear that the values are no course values.
3) Additionally in Track mode if, and only if, the WOP has been reached and after an appropriate alarm.
4) In the Track mode only
Displays in the Lower Area of the Main Part. Example: Conventional Propulsion
Transverse speed at the bow, Next Speed: In Profile Mode and in Arrival mode,
computed by the system 1) the Pre-planned speed appears here which is
specified as the set speed to the SPEEDPILOT at
the WOP of the TO-waypoint
Conning display button
for display selection
Actual set lever value of the
SPEEDPILOT given to the
engine control system (shows
dashes if SPEEDPILOT is
Speed over ground or speed through the water1) switched-off)
Shaft power 2)
Longitudinal speed 1)
measured by the selected speed sensor
Clutches 2)
Coloured field: Engine coupled
Rudder angle, from the rudder angle sensor In the case of ships with two
Yellow triangle: The set rudder angle, specified by the TRACKPILOT propeller shafts, the data of the star-
Red lines: The rudder limit that is set on the TRACKPILOT board shaft are displayed here.
1) Speed over ground if the selected speed sensor is working in Bottom Track mode,
speed through the water if the selected speed sensor is working in Water Track mode
2) Data from the engines or engine control system, depending on availability Displays not explained here:
See next pages
Displays in the Lower Area of the Main Part. Example: Propulsion Data of Azimuth Thrusters
Track deviation: 1)
Bar to the right or R: The ship is situated to the right of the
track.
Red lines: The set track limit
Bar is red: The track limit is exceeded.
XTD: Deviation from the System Track 3)
R = the ship is situated to the right of the track
Red background: Deviation from the System Track
exceeds the set track limit.
1) Relative to the track used by the TRACKPILOT. (In Heading mode and Course mode, this
track is basically different from the System Track)
2) In Anchor Control mode: Heading deviation, red line = set heading limit, etc.
3) The display is absent if there is no System Track defined. It is also absent if the ship is
sailing in Track mode, because then XTD is identical to the track deviation that is displayed.
Setting the Time Period for the Display of History and Prediction
In the menu DOCKING DISPLAY, click on the PREDICTION / PREDICTION / HISTORY TIME
HISTORY TIME field. This causes a Dialog to open. In that 1.DO 60 sec
Dialog, either
a) click on the desired numerical value, or 180 sec
b) click into the (vertical) bar area, pull the bar to the desired 120 sec
value and press the DO key. 2.a DO
60 sec
or
30 sec
2.b DO
20 sec
10 sec
Gyro Heading
Red line: Alignment of the pier; direction was
entered manually
Conning Display Button
for display selection
Future positions of the ship, assuming that the
longitudinal and transverse forces remain constant;
display of the next 10 positions relative to the present
position (the time interval can be set under Predic-
tion in the Docking menu).
30 m
40 m
50 m
100 m
☞ If draught sensors fore and aft or a forward draught sensor and a trim sensor are connected, then
no manual input is possible. If only a forward draught sensor is connected, then the draught aft must
be entered, whereas if no draught sensor is available at all, both values must be entered.
The manual input can be made at all CHARTPILOT and MULTIPILOT indicators in the system (not
at the CONNINGPILOT). The values are distributed system-wide. The value sent out by the own AIS
system is not changed by this and must be entered correctly in addition; see page 127.
Conning display button Draught at stern, Draught at bow, Smallest measured depth
for display selection source see page 193 source see page 193 from the navigation echoso-
under under the ship
Clearance: Least distance between the ship Graphic display of trim Water depth in meter
and the water bottom, computed from the least
depth measured by the navigation echosounder
under the ship minus the list and squat, and
minus the trim if the trim is positive Present measured depth from
the navigation echo sounder
☞ If the ship has an echosounder with several transducers, the displayed data are shown only if the forward transducer is
selected. If a different transducer is used, the values of MINIMUM DEPTH, SQUAT and CLEARANCE as well as the
diagram of the depth situation under the ship are not shown. The numerical value of ACT DEPTH is arranged in accord-
ance with the position of the selected transducer.
In addition to the individual displays Wind (see page 165) and Depth (see page 164), on the CONNING-
PILOT and on the CHARTRADAR in Conning mode the following individual displays are available (if the
required sensors are connected):
Weather:
Air temperature, outside, transferred from the weather station
Relative humidity of the outside air, transferred from the weather station
Dew point of the outside air, computed from air temperature and relative humidity
Link from TP
Recording: Black triangle: Permanent helm (= neutral rudder angle adapted by the TRACKPILOT)
Recording of the past 10 minutes:
Blue: Gyro heading
Yellow: Rudder angle 1) or ROT.
1) In the case of twin rudder systems, the mean value of the two rudder systems is
displayed.
If a SPEEDPILOT is installed, the following display can also be selected here by clicking on SPEED:
Propulsion:
Shaft power
Generator Power: (selectable only in the case of ships with electromotive propulsion and special interface.)
Main generators
Yellow: Generator is running
For the Generator Power display, there are other displays available with
a different selection and layout of the data described, depending on the
type of interface configured on service level.
Manoeuvre: (Can be selected only in the case of ships with azimuth thrusters and special interface)
Both arrows represent the vector sum of the available azimuth thrusters calculated from the data
input, selected here. The maximum length of the arrows represents 100% thrust on all avail-
able thrusters.
RPM: Values are based on the signalled rotational speed
PITCH: Values are based on the signalled pitch data
POWER: Values are based are the measured output
FORMULA 1: Values are based are the measured output, taking into account a nonlinear rela-
tionship between measured output and thrust.
Note: The rotational forces, generated by the thrusters cannot be derived from the Manoeuvre display.
Draught values,
source see Operating Instructions of the CHARTPILOT, "Generating the Pilot Card"
Trim: Difference between the forward draught and aft draught, computed
from the draughts or determined by connected trim sensor (– = bow is down)
Clearance: Least distance between the ship and the water bottom, computed from the least depth measured by the navigation echo-
sounder under the ship minus the list and squat, and minus the trim if the trim is positive
Link from TP
Speed:
Transverse speed at the bow, computed by the system 1)
Triangle is green: Bow moves to starboard.
Triangle is red: Bow moves to port.
Longitudinal speed 1)
measured by the selected speed sensor
1) Speed over ground if the selected speed sensor is working in Bottom Track mode,
speed through the water if the selected speed sensor is working in Water Track mode
Consumption: (selectable only if the appropriate sensors are installed and connected)
Overhead Displays are units that are usually installed in a remote location, e.g. on the bridge wings or in
ceiling consoles. Portable Displays are tablet PCs which receive their data by radio (WLAN).
☞ Overhead Displays and Portable Displays are only installed based on customer’s requirement, they
are not part of a standard delivery.
The screens of these units are divided into six windows in which individual displays are shown; these are
similar to those of the Conning mode and their data also originate from the same sensors. For each unit,
the operator can define which individual display is to be shown in which window. The display possibilities
are the same for all units.
Example for the Screen of an Overhead Display or Portable Display
"Keep alive-indicator",
blinking when unit is
active.
The individual displays can be selected individually for each Overhead Display. It is also possible to
combine several Overhead Displays to form a group whose individual displays are then selected together.
☞ The entry DISPLAY GROUP is used for the simultaneous setting of several Overhead Displays
and is described below.
2. Switch off the GROUP function.
For each of the six windows in which an individual display can be shown, there is a button in the
Dialog. The current assignment of the buttons to the windows is indicated by means of the symbols
.
3. Click on the button of the window and select the desired individual display for that window. If neces-
sary, repeat the procedure for other windows.
4. Click on APPLY to have the setting come into effect.
Forming of Groups, Joint Selection of the Individual Displays at Several Overhead Displays
Forming a group: An Overhead Display participates in the joint selection of the individual displays if the
GROUP function is switched on at that Display: Using the top button of the Dialog, select the Overhead
Display to be operated and then switch on this function.
Selecting individual displays: If the selection of the individual displays is changed at an Overhead
Display for which the Group function has been switched on, all Overhead Displays for which the Group
function is also switched on are then set to the same selection.
The same occurs when the entry DISPLAY GROUP is selected in the list of Overhead Displays and a
change is then made in the selection of the individual displays.
Independently of the Group formation for individual displays, it is possible to decide separately for each
Overhead Display whether it is to participate in the central dimming of the Overhead Displays or whether
the setting of the brilliance is to take place individually.
Switching the Participation in the Central Dimming of the Overhead Displays On/Off
☞ The functionality is the same as for the central dimming of the indicators (see page 34). However,
the setting of the Overhead Displays is independent of the setting of the indicators.
1. Using the top button of the Dialog, select the Overhead Display to be operated.
2. Switch the function on or off as required.
This defines whether the Overhead Display selected with step 1 participates in the central dimming
of the Overhead Displays. No change is performed yet. Only when a colour palette is subsequently
selected at one of the participating Overhead Displays is this colour palette actually used by all
participating indicators.
Setting the Brilliance for a Particular Overhead Display
1. Using the top button of the Dialog, select the Overhead Display.
2. Click on the button BRILL and select the desired colour palette. 1.DO
BRILL
If this Overhead Display is participating in the central dimming, this 2.DO
DAY
colour palette is then also used at all other participating Displays. DUSK
NIGHT
Further adjustments to the ambient brightness can be performed at
the corresponding buttons of the Overhead Displays.
Performing the Central Dimming of the Overhead Displays
Either: Set the brilliance for one of the Overhead Displays participating in the central dimming of the Over-
head Displays; see above.
Or: Use the top button of the Dialog to select the entry DISPLAY GROUP, and then use BRILL to select
the desired colour palette.
The Portable Displays are operated directly on the screen with the aid of the touch pen (supplied with the
product). 1)
☞ If another program of the Portable Display was started by mistake, the application described here
can be called up by switching the Portable Display off and then on again.
The installed Overhead Displays receive their data from the Ethernet LAN of the NACOS. If this LAN
connection is disturbed or interrupted, data fields for which no data is received are filled with dashes
("---,-").
Additionally, the operator can check the correct function of the display electronics and software by the
cyclically flashing green circular symbol in the upper right corner of the display screen.("Keep alive indi-
cator")
☞ Restarting of the Overhead Display
In case of problems with the unit, it can be restarted:
1. Press the power key and observe the shutting down procedure
2. When the display softare has completely shut down, wait for more than 5 seconds and press
the power key again in order to restart the system.
1) Settings made at the Portable Display always have an effect only for the unit currently being operated; it is not possible to change the
settings of other Portable Displays or Overhead Displays from there.
2) This configuration may be recognized by the fact that, using the top button of the OVERHEAD DISPLAYS Dialog of the radar indicators,
the names of the Portable Displays can also be called up.
3) Alternatively: Press the function key of the pen, put the pen down on the screen of the Portable Display, and then move the pen slightly.
4) Local setting at the Portable Display is still possible and does not have an effect on other displays.
The CONNINGPILOT is used exclusively for presenting most of the displays that can also be shown
at the CHARTRADAR in the Conning mode. Operating of the CONNINGPILOT is limited to select the
display contents. Any other inputs which could influence the handling of the ship are not possible.
The operating deviate from the Conning mode of the CHARTRADAR as less as possible. Therefore the
Sections 2.2.1 (T r a c k b a l l a n d C u r s o r ), 2.2.2 (S c r e e n D i s p l a y F i e l d s , B u t t o n s , M e n u s , D i a l o g s , L i s t s ),
2.3 (B r i l l i a n c e a n d C o l o u r S e l e c t i o n ) and 2.4 (C o l o u r D i s t o r t i o n s , D e g a u s s i n g a n d V i e w i n g D i s t a n c e )
also apply for the CONNINGPILOT, insofar as they are relevant.
As in the Conning mode of the CHARTRADAR Switching on the TRACKPILOT Settings of the Docking
(p. 185), but without alarm symbols. SETTINGS display, see text. display (p. 191).
TRACKPILOT Functions
The TRACKPILOT is an autopilot which operates as a track controller, i.e. it steers the ship along a
defined path, which is generally called a track. Another basic principle is that of Radius Steering, i.e.
course changes are performed with a defined radius.
The steering of the ship by means of the TRACKPILOT can take place in the steering modes "Heading
mode," "Course mode" and "Track mode". Optionally, the ship may be equipped with another operational
mode, the "Anchor Control mode", with which it is possible to maintain the heading during the anchoring
procedure.
The TRACKPILOT can be operated from all radar indicators that are equipped with a TRACKPILOT
keyboard.
In Heading mode and in Course mode, the track is a straight line pointing in the direction of the set
course. Course changes are carried out based on the set radius and the new set course.
In Course mode, the ship is kept on the track with the drift component being taken into account. The
course over ground is steered (if the necessary sensor information is available to the system).
Set course
in Course mode
Course (over ground Set course
or through the water) in Heading mode
Past positions
Headmarker
Drift angle
WARNING:
In Course mode, the drift component is taken into account only as well
as is possible on the basis of the available sensor information - see page
242.
In Track mode, pre-planned tracks are used. They are defined by waypoints in geographical coordinates
and by the radii of the curves along which the ship has to sail when it is changing course.
These tracks have to be generated beforehand on a radar indicator or on a CHARTPILOT. With the Pilot
Data defined in these tracks, the TRACKPILOT can be automatically parameterised individually for the
individual track segments. If the Pilot Data are to be used by the TRACKPILOT, they must be switched
on for the TRACKPILOT. This occurs automatically during switch-over to Track mode.
One of the pre-planned tracks must be defined as the System Track. Only the data of the System Track
are used by the TRACKPILOT.
The main difference compared to Heading mode and Course mode is that, in Track mode, inaccuracies
in the course data and data are compensated also by use of the position data of the selected position
sensor. In Track mode, the absolute accuracy of track-keeping depends on the accuracy of the speed
and position data used. Therefore, when steering is being performed in Track mode, selecting the appro-
priate speed sensor and the quality of determination of position is particularly important.
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.
The TRACKPILOT can also be equipped with the Anchor Control mode.
In the Anchor Control mode, the ship is kept on the specified heading by means of the tunnel thrusters.
When the ship is lying at anchor, this means that it may move in the transverse and longitudinal directions
under the influence of the wind and water currents, but the heading is kept within the preset limit, e.g. to
make disembarking safer or more convenient.
Referring to Section 1.9 it must be noted here that the Trackpilot is utilising the data of the so called
System Position in the bow of the ship for its control purpose and also for calculation of all ship relative
data (course and track deviation, drift angle, bearing, distance and time to go to waypoint and wheel over
point, etc.). When in the following chapters the term own ship or own ship‘s position is used, the own
ship‘s System Position (at the bow of the ship) is referenced.
All data required for operating the TRACKPILOT (displays, including the screen operating elements) are
available at the MULTIPILOT, where appropriate also in graphic form. Many of these data are also avail-
able at other indicators of the system arranged in the control stand, so that, through the corresponding
selection of the displays, an overall view which is suitable for the given situation and at the same time
optimized for steering with the TRACKPILOT can be realized at the control stand.
An overview of the displays 1) of these data is given in the following.
Most important data that are constantly needed during steering with the TRACKPILOT:
- In the TRACKPILOT data display at top right on the screen (page 211) of all radar indicators and
CONNINGPILOTs.
- In the TRACKPILOT display at top left on the screen of the CHARTPILOTs.
Settings of the TRACKPILOT:
- In the TRACKPILOT SETTINGS Dialog (page 213) in the Multidisplay of all radar indicators and
CONNINGPILOTs.
- In the Pilot menu TRACKPILOT at the CHARTPILOTs.
Graphic display of the planned manoeuvre:
- As Curved Headline in the PPI of all radar indicators (at the MULTIPILOT in ECDIS mode too).
- As Curved Headline in the chart area of the CHARTPILOTs.
- The graphic display of the Curved Headline can also be used while TRACKPILOT is OFF;
for input of the next course and radius data see (page 227).
Graphic display of the track deviation and course deviation and other important TRACKPILOT data:
- In the conning displays Open Sea and Harbour (page 186) at the CHARTRADARs, MULTIPILOTs,
CONNINGPILOTs and CHARTPILOTs.
- Partially and also reduced in size for the Conning Data display and in the Docking display in the
Chart mode at the CHARTPILOTs.
Data of the System Track and the current waypoints:
- In the TRACK DATA display (page 212) and the WAYPOINT DATA display (page 212) at bottom
right on the screen of all radar indicators and CONNINGPILOTs.
- In the Track/Control display, in the Track/Schedule display and (partially and in Chart mode only) in
the Conning Data display at the CHARTPILOTs.
Graphic display of the System Track:
- In the PPI of all radar indicators (at the MULTIPILOT in ECDIS mode too).
- In the chart area of the CHARTPILOTs.
Settings of the Anchor Control mode:
- In the ANCHOR CONTROL Dialog (page 247) in the Multidisplay of all radar indicators and
CONNINGPILOTs.
Graphic display of the Anchor Control mode:
- In the PPI of all radar indicators (at the MULTIPILOT in ECDIS mode too).
1) The operability at the various indicators depends on the operational state; see the description of the individual functions.
Own position,
course and speed over ground
from the position sensor
Opening the TRACKPILOT SETTINGS Dialog (p. 213), Selecting the display of the tracks,
opening the ANCHOR CONTROL Dialog (p. 247) selecting and editing the track
As a rule, the TRACKPILOT uses the speed of the selected speed sensor. If the exact speed used by the
TRACKPILOT is to be determined: In the Conning mode, the speed of the selected speed sensor is shown at
several places (see pages 43, 188, 190, 195 and 197).
If two TRACKPILOTs are installed, here is shown which Operational mode of the TRACKPILOT
TRACKPILOT is selected (1 or 2), see page 207.
In the steering modes:
Switches the unit to act as the TRACKPILOT Switches the Curved Headline
Master; see page 221 on an off; see page 225
In the Anchor Control mode:
Existing set course1) and set radius; TRACKPILOT COURSE Switches the anchor control
see, for example, page 226 symbol on an off; see page 250
SET 110.0 ° 0.80 NM CHL
NEXT 205.0 ° 0.50 NM PD Switches the Pilot Data on and
Next set course1) and set radius (NEXT off; see page 229 and 240
data); see page 227
1) In the Anchor Control mode: set heading; see page 250
* When the distance from the wheel over point (WOP) is displayed, the values of ETA and TTG refer to that WOP.
** Assuming that the ship maintains its present speed.
☞ If the TRACK DATA display is covered over by another display, it can be brought back into the fore-
ground by clicking on the OTHER button 1) and TRACK DATA.
☞ If the WAYPOINT DATA display is covered over by another display, it can be brought back into the
foreground by clicking on the OTHER button 1) and WAYPOINT DATA.
The TRACKPILOT has to be adapted for the existing situation by means of parameterisation. These
settings are made in the TRACKPILOT SETTINGS Dialog.
☞ If two TRACKPILOTs are installed, all settings have an effect on both TRACKPILOTs; see also page
207.
MENU
PILOT
DO
TRACKPILOT SETTINGS...
Control characteristics:
Adaptation for weather and type
Control characteristics: TRACKPILOT SETTINGS of waterway, Section 24.2
Adaptation for the loading RUDDER ECONOMY 2
condition, Section 24.1 LOADING MEDIUM Track control mode:
LIMITS RUDDER 15 ° Approaching the track or the TO-
waypoint, Section 24.4
COURSE 10 °
Sailing mode: TRACK 30 m
Great circle navigation on/off, DRIFT 10 °
Section 24.5 Additional advance warning for
RHUMB LINE TO WAYPOINT approaching of the wheel-over point,
WPT APPROACH 60 sec Section 24.3
Opens the ANCHOR CONTROL CSE CORR AUTO +0.7 °
Dialog, see page 247 ANCHOR UTILITIES CLOSE For particularly accurate track-
keeping:
Correction of the actual course for
Auxiliary functions, see page 253 Closes the Dialog the TRACKPILOT, Section 24.6
☞ After switch-on, restart or reset of the TRACKPILOT, all parameters are automatically set in the form
in which they were last adjusted. Exception: The correction value of the actual course (see Section
24.6) is automatically set to zero.
Control Characteristics
The control characteristics of the TRACKPILOT were set during the system setting-to-work process in
such a way as to suit the characteristics of the ship and of the rudder control system. Additionally,
however, during operational use of the TRACKPILOT it also has to be adapted to suit the existing condi-
tions (weather, sea state, loading, necessary track-accuracy) with regard to the following:
- Optimisation between precise track-keeping and frequency of changing of the rudder angle, by
means of the function RUDDER ECONOMY.
- Differing inertia of the ship in different loading conditions, by means of the function LOADING.
- Accuracy of track-keeping, by means of the function TRACK LIMIT.
- Corrective steering behaviour after deviation from the track, by means of the function COURSE
LIMIT.
- The maximum compensated drift, by means of the function DRIFT LIMIT.
- The maximum permitted rudder angle, by means of the function RUDDER LIMIT.
Incorrect setting of these parameters can have the following effects (in all steering modes):
- The steering gear works too frequently.
- The course sailed fluctuates continuously around the set course (the wake forms a meandering line).
- The course accuracy achieved is too low.
- When the ship performs corrective steering to return to the set track, it either overshoots the set track
or takes too long to reach it.
- The deviations from the track are occasionally too large.
A value is overwritten by the System Track at that waypoint 1) - and only at that waypoint 1) - where
a value has been entered for that waypoint during editing of the track.
Click on the LOADING field and select the function which corre- 1.DO
sponds to the existing loading state.
LOADING BALLAST
BALLAST
2.DO
MEDIUM
FULLY LADEN
1) Or parameter point
Limits, Alarms
A common feature of the following limits is that, when the set value is reached or exceeded, a corre-
sponding alarm appears. 1)
Rudder Limit
The rudder angle setting which the TRACKPILOT specifies as the
maximum value for the rudder control system 2) can be set under DO
Setting of the Course Monitoring and Limitation of the Corrective Steering Angle (Course Limit)
The numerical value of the course limit is the difference between the actual course and the set course
which, if exceeded, causes the TP COURSE LIMIT alarm to appear.
The corrective steering angle, with which the ship is steered back
onto the track after deviating from it, is larger for large deviations DO
from the track than for small ones. The corrective steering angle is LIMITS RUDDER
COURSE 10 °
limited to 50% of the course limit value. 3) TRACK
For fast return to the track, a large course limit is necessary. 3) DRIFT
Setting of the Track Monitoring and Adjusting the Track Keeping Precision (Track Limit)
By means of the track limit, the following characteristics are set:
- The TP TRACK LIMIT alarm appears if the deviation of the ship's position from the track reaches
the set value of the track limit.
1) All value ranges that can be entered by the operator can be changed at service level.
2) In the case of ships with DNV NAUT-AW approval, the TRACKPILOT, when in Track mode, produces larger rudder angle settings if this is
necessary for a planned manoeuvre. In these cases, the rudder limit value is not a rudder angle limitation but only an alarm limit.
3) This does not apply to ships with DNV NAUT-AW approval. There, the corrective steering angle is not influenced by the course limit value.
There, the corrective steering angle is generally limited to 15°.
4) It is identical to the corresponding value that can be entered in the TRACK / DEPTH ALARMS Dialog; for details, see page 136.
- Switching over to Track mode is possible only if the deviation of the ship's position from the System
Track does not exceed the set value of the track limit.
For the purpose of switching over to Track mode, it might therefore be desirable to increase the track
limit for a short time.
- With a lower track limit, track-keeping is more precise, but the
rudder movement frequency (for a given rudder economy LIMITS RUDDER DO
24.3 Adjusting the Advance Warning of the Approach to the Wheel-Over Point
change is to take place. With the TP WPT APPROACHING alarm, WPT APPROACH 240 sec
it is additionally possible to obtain an earlier warning.
The setting for this is made in the WPT APPROACH field by
entering the time between the occurrence of the TP WPT 1 2 3
APPROACHING alarm and arrival at the wheel-over point. 1) 4 5 6
If the ship is not situated on the System Track, the track control
DO
mode specifies whether the System Track is to be approached or
whether the ship is to sail directly to the TO-waypoint. TO TRACK
TO WAYPOINT
1) The set value is identical to the corresponding value that can be entered in the TRACK / DEPTH ALARMS Dialog; for details, see page
137. In the standard configuration, the values can be set between 60 and 300 seconds. The lower limit value can be set differently on the
service level.
For the purpose of highly accurate track-keeping, a constant, small (a few tens of metres) track-deviation
caused by sensor inaccuracies can be avoided in Track mode by correcting the actual course used by
the TRACKPILOT. The necessary correction value can be continuously determined by the TRACKPILOT
so that automatic course-correction takes place. For details, see page 246.
The correction value that is currently effective is indicated in the line CSE CORR.
Through the switch-over to the Track mode, the automatic correction is also activated.
Normally, the automatic correction should not be influenced manually.
In exceptional cases, the following settings are possible:
1) For the great circle approximation, see the footnote on page 151.
If the correction value is positive, the actual course to be used CSE CORR MAN -0.7 °
by the TRACKPILOT turns to the right. The maximum
DO
possible value of the correction value is 5 degrees.
☞ Switch-over back to automatic correction by clicking on MAN. 1 2 3
4 5 6
Furthermore, the switch-over back to AUTO is performed
automatically the next time the Track mode is switched on
again.
☞ It is recommended that the field behind CSE CORR be left at AUTO also in the Heading mode and
Course mode. This ensures that the determination of the correction value for the automatic correc-
tion is carried out constantly. This has no effect on the Heading mode and the Course mode, but
results in an automatic correction with a value that is already adapted as soon as the switch-over is
made to the Track mode.
Preparations
1. Switching the radar to act as the TRACKPILOT Master:
Press the TRACKPILOT MASTER key for at least 3 or
TRACK
seconds, or click on the TRACKPILOT button and then
PILOT
on the MASTER button.
☞
MASTER Grey
The TRACKPILOT can be operated on any radar 1a.DO
1) On ships with BSH and DNV NAUT-AW approval, the use of the speed signals from position sensors is usually not permitted.
2. Set the control behaviour of the TRACKPILOT for the existing conditions (weather / sea state,
loading, track accuracy) by means of the following parameters (see Section 24):
- Rudder economy
- Loading
- Rudder limit
- Course limit
- Track limit
- Drift limit
So that a switch-over to Course mode can take place, the ship CSE
must be moving at the above-mentioned minimum speed at 1.DO
MODE
least.
The switch-over is achieved by pressing the CSE MODE key or TRACKPILOT HEADING
HEADING MODE
the clicking on the operational mode field and then on COURSE 2.DO
COURSE MODE
MODE. TRACK MODE
TRACKPILOT COURSE
2.DO
HEADING MODE
COURSE MODE
TRACK MODE
Example:
a) Heading mode is in the switched-on state. The ship turns onto the new set course of 120°. At 120°,
a drift angle of 5° will exist. Therefore, after the end of the manoeuvre, the course over ground is
125° and the gyro heading is 120° if control takes place correctly. If the switch-over to Course mode
now takes place (after the end of the manoeuvre), the system changes the set course to 125°.
Therefore, no change of the course occurs during the switch-over.
b) However, if a switch-over to Course mode takes place shortly before the end of the manoeuvre, i.e.
when the course over ground is almost 125° (and the compass course is almost 120°), the system
retains the set course of 120° during the switch-over to Course mode, so that the switch-over will
cause an undesired course-change of about 5°.
By means of a new setting for the set course, a new track is defined. The track curve along which the
ship is to sail during the course change is defined by specifying the radius. The track curve is part of the
new track, and is displayed together with the new course line as the Curved Headline in the PPI. In the
case of a manoeuvre, the ship is thus guided along the Curved Headline by the TRACKPILOT.
Various Input Possibilities for the Set Course and Set Radius
Steering with the joystick: The new set course and the radius with which the ship is to sail can be
entered at any time with the joystick. In this case, the manoeuvre is executed immediately.
Steering with NEXT data: The set course and the radius are entered as numerical values before the
manoeuvre. In the PPI, the Curved Headline defined in this way is moved along together with the ship
until the manoeuvre is triggered by pressing of the EXECUTE key.
WARNING:
Steering with NEXT data is to be used for execution of pre-planned
manoeuvres. Do not use the NEXT data input to modify a manoeuvre
during an existing turn. Use the joystick for fast changes of course or
radius. See also warning on page 228
Steering with Pilot Data: Like steering with NEXT data, but the set course and the radius are taken over
from the Pilot Data of the System Track.
☞ Switching the Pilot Data on or off defines whether steering takes place manually with NEXT data or
automatically with Pilot Data.
1) It can be specified at service level whether the Curved Headline (with the Curved Headline display switched on) should also continue to be
displayed after the set course has almost been reached, and at what value of the course difference the display should (if necessary) be
automatically switched off. The standard setting is that switch-off should occur at a course difference of 1 degree, so that only the heading
line is then displayed.
When the TRACKPILOT is connected with the steering gear, the ship can be steered with the joystick at
any time without any further switching-over, regardless of all other settings such as steering mode,
Curved Headline on/off, Pilot Data on/off, System Track existent/non-existent, etc.
Headmarker
TRACKPILOT HEADING
SET 115.0 ° 0.70 NM CHL
NEXT PD
Course vector
Examples of displays
which occur while the set
course is being changed
by the joystick
Changing the set course is done by pushing the joystick to PORT or STBD
The radius to be used during the manoeuvre is changed by
Changing the
pushing the joystick to +RAD or –RAD. radius
☞ In both cases, brief deflection ("tapping") of the joystick
changes the value by the smallest possible amount 1),
whereas deflecting it for a longer time causes the value to Changing the
course
change continuously. +RAD
The TRACKPILOT computes the function for the transition to the
new set course on the basis of the existing setting of the set radius,
and as the result it displays the track in the form of a Curved Head- PORT STBD
line in the PPI. In addition, the new set course or radius is
displayed numerically behind SET. –RAD
☞ The process of computing the Curved Headline only takes a brief moment; the altered track appears
on the screen after a slight delay. Therefore, during the input with the joystick, it is advisable to
observe the numerical set course display instead of the graphics on the PPI.
1)
This amount can be set at service level to a value between 0.1 and 1 degree (default is 1 degree) and between 0.01 and 0.1 NM (default
is 0.05 NM) respectively.
The set course and set radius of the next manoeuvre can be entered before the beginning of the
manoeuvre. At the desired wheel-over point, the execution of the manoeuvre is then triggered by the
pressing of a button.
TRACKPILOT COURSE
Pilot Data are
switched off
SET 110.0 ° 0.80 NM CHL
NEXT 205.0 ° 0.50 NM PD
When the ship is sailing along a pre-planned track but this should not take place (in a automated manner)
in Track mode, there is the possibility of steering with Pilot Data in Course mode or Heading mode.
Because the data of the System Track are used in that process, special preparations have to be made.
System Track
Present set course Present set radius
System Track
Triggering of the manoeuvre: In the same way as during steering with NEXT
data, the planned manoeuvre displayed by means of the Curved Headline is
EXECUTE
triggered by pressing of the EXECUTE key.
As a result, the NEXT data become set data and appear behind SET. The
Curved Headline becomes the active track. The planned manoeuvre is now
executed with these new set data.
At the computed end of the manoeuvre 1), the data of the System Track are displayed as the NEXT data:
The course from the new TO-waypoint to the new NEXT-waypoint and the radius that is planned for the
new TO-waypoint.
1)
If the distance to the NEXT-waypoint of the system track is larger than 25 NM, the display appears not later than 10 NM before the NEXT-
waypoint.
Changing the NEXT data: The NEXT data can also be changed or
1a.DO NEXT
before the pressing of the EXECUTE key. This causes them to be
CSE
used for the manoeuvre: Press the NEXT CSE key or the NEXT
RAD key or click on the value and change it with the virtual
keyboard or change the value by means of the EBL - see page NEXT 165.0 ° 1.00 NM PD
227. The PD field now flashes, thus indicating that the NEXT
data being displayed does not correspond to the NEXT data
resulting from the System Track. 1b. Change the next course,
1 2 3 and complete the
NEXT data taken over from the System Track, all that has to Flashing
be done is to delete the NEXT data (see page 228).
NEXT 170.0 ° 1.00 NM PD
27 Track Mode
In Track mode, the ship sails along the System Track in a automatic manner.
1. Specify that the pre-planned track along which the ship is to sail will be the System Track - see page
66.
2. Select a suitable position sensor - see page 90.
As the position sensor, it is absolutely essential to select the sensor producing the best (i.e. most
correct) available position data:
1. Differential GPS,
2. GPS,
3. some other sensors: (if they are accurate enough for this purpose) 1),
3. Check the accuracy of the position data (see page 91); if there is a constant position-error, correct
it (see page 92).
WARNING:
When the ship is sailing in Track mode, it must be ensured especially
that the position data have the necessary accuracy. If available, check by
comparison to a 2nd position sensor.
4. Switch on the use of the Pilot Data for the TRACKPILOT (see page 227).
5. Check that the following parameters are set appropriately, and correct them if necessary:
- TP WPT APPROACHING alarm (see page 217)
- Correction of the actual course (see page 246)
6. Check that the following TRACKPILOT parameters are set appropriately, and correct them if neces-
sary (see Section 24):
- Rudder economy
- Course limit
- Track limit
- Track control mode
- Sailing mode
These data are taken from the System Track with the Pilot Data switched on. Therefore, a check of
these data is necessary even if they were set correctly before the Pilot Data were switched on.
1) For Track mode, Estimated Position is not permitted. On ships with DNV NAUT-AW approval, LORAN is not permitted either.
7. Make the preparations described in the following, which depend upon the nautical situation.
8. Select the track control mode and turn the ship onto the course which is expected to occur after
switch-over to Track mode. These actions depend on the nautical situation and are explained below.
WARNING:
To prevent a large, unwanted course-change resulting from the switch-
on of Track mode, it is urgently recommended that, with the joystick, the
ship should be put onto the course which the ship will adopt after the
switch-over to Track mode, or else that a suitably small course limit
should be entered.
9. The conditions for connecting the TRACKPILOT to the steering gear must be fulfilled:
- MANUAL SPEED must not be selected as the speed sensor.
- The ship must be sailing at or above a certain minimum speed. This speed depends on the
ship type, and is identical to the minimum speed below which the TP LOW SPEED alarm is trig-
gered during connection of the TRACKPILOT - see page 222.
- The ship must be situated within the set track limit 1). If the track limit is less than 100 m, the
deviation from the track must not be greater than 100 m. (In the TRACK DATA display no OFF
TRACK message is shown.)
- The angle between the existing course over ground and the track 1) must not be greater than
the set course limit. (In the TRACK DATA display no OFF COURSE message is shown.)
10. The drift angle should be within a nautically suitable range.
11. Switch-over to Track mode by pressing the TRACK
or
MODE key or by clicking on the operational mode field and
then on TRACK MODE. TRACK
If the ship is not yet on the System Track, it is now automat- MODE
1.DO
ically guided onto the System Track. If a course change is
necessary in order to achieve the corrective steering course
TRACKPILOT COURSE
towards the System Track or TO-waypoint, this course HEADING MODE
change is performed with a radius of about 1 NM. If the 2.DO
COURSE MODE
approach to the track shall be performed slower or faster, TRACK MODE
use the joystick for the approach manoeuvre before switch-
over.
12. If steering to the System Track is to take place with a larger or smaller corrective steering course,
the course limit must be set accordingly.
1)
Relative to the track specified by the selected track control mode: In the case of To Track, it is the System Track. In the case of To
Waypoint, it is the line leading to the TO-waypoint; this straight line is recomputed every 60 seconds - see also page 236.
Situation A): During the Connection Process, the Ship is Situated on the System Track
The ship has already been steered onto the System Track, and is not in the region of a curve. Course
mode is in the switched-on state and the set course corresponds to the course of the System Track, or
Heading mode is in the switched-on state and the course over ground corresponds to the course of the
System Track. (Check the course vector displayed on the radar indicator.)
In this case, you can continue with step 9 of the preparations without any further action.
System Track
System Track
A radius of about 1 NM is
used
Angle between the temporary track
and the course; it must be less than
the set course limit
If you do not wish to wait for the end of the max. 60 second period up to the next automatic computation
of the temporary track, the computation can be initiated manually. To do this, in the TRACKPILOT
SETTINGS Dialog open the TRACKPILOT UTILITIES Dialog, and there press the CALCULATE TRACK
button.
System Track
A radius of about 1 NM is
used
The difference compared to the procedure of situation C is simply that the waypoint to be approached is
defined as the new TO-waypoint - see page 67.
☞ By defining of the TO-waypoint, the track control mode is automatically set to To Waypoint.
Situation E): Steering Automatically to the First Waypoint of a Track Situated Further Ahead
The ship is to be guided along a approach track to the beginning of the System Track, and then along
the System Track.
If the ship is situated before the first waypoint of the System Track, the track control mode is automatically
set to To Waypoint. A temporary track leading to the first waypoint (the TO-waypoint) is displayed.
☞ If the geometrical situation is appropriate, the temporary track calculated by the system can also lead
to another waypoint; if necessary, define the TO-waypoint differently (see page 67).
Before you can continue with step 9 of the preparations: Set the ship's course approximately to the direc-
tion of the temporary track.
In Track mode, the ship is steered automatically along the System Track. In good time before the start
of a planned course-change, an alarm is given and the course change takes place as planned. Apart from
continual monitoring of track-keeping to check that it is being performed correctly, taking account of the
nautical situation, operator action to keep the ship on the System Track is needed only if special events
occur, e.g. a TP POSITION JUMP alarm or avoidance manoeuvres. Even when the ship is sailing in
Track mode, a manual course-change can be performed at any time by operation of the joystick.
System Track
Present set course Present set radius
Alarm shortly
before the
ALARM LIST wheel-over point
ACK is reached
TP WOP EXECUTION
TP WPT APPROACHING
4. When the planned wheel-over point is reached, the TRACKPILOT switches over to the next
waypoint. The previous NEXT-waypoint becomes the TO-waypoint.
5. At the beginning of the manoeuvre, the previous NEXT course is taken over as the set course. The
contents of the TRACKPILOT data display change accordingly. The ship is now put onto the new
set course, using the set radius. The track control process takes place in the curve too, i.e. any devi-
ation from the displayed track is compensated within the possible limits.
WARNING:
In Track mode on ships with DNV NAUT-AW approval, the set rudder
limit is exceeded 1) if this is necessary for the execution of a planned
manoeuvre.
6. The manoeuvre is finished when the ship has passed the place computed for this. At the end of the
manoeuvre, the new set course is steered and the set radius is set to the value that is programmed
for the new TO-waypoint.
1) Up to the maximum value that can be set under RUDDER LIMIT in the TRACKPILOT SETTINGS Dialog.
2) This can be the case when position sensors that have excessive system-inherent errors are selected and also defined for the sensor moni-
toring (e.g. LORAN).
3) Or by selecting the mode with the aid of the corresponding button.
In Track Mode, Modifying of the Data Taken Over from the System Track
While the TRACKPILOT is being operated in Track mode, the System Track cannot be altered. However,
except for the set course, set radius and NEXT data, the Pilot Data can be overwritten for the TRACK-
PILOT without any change in the System Track:
Rudder economy, course limit and track limit can be set to different values at any time by Dialog.
Sailing mode and track control mode can likewise be altered manually, but not while the ship is being
steered in a curve (Sailing mode if, and only if, the track control mode To Waypoint is switched on).
Shallow water may effect the dynamics and manoeuvrability of a vessel. Shallow water is considered to
be a water depth (depth below transducer + draft !) of less than 2.5 times the draught of the vessel. If
sailing with high speed in shallow water the draught of the ship may increase considerably caused by the
squat effect. The squat effect increases with higher speed and lower water depth.
These effects may change the designed steering behavior of the ship in a material manner. Previously
set parameters for the TRACKPILOT ability to steer the ship will no longer match with that ship behavior.
If you are observing unusual behaviour during steering with TRACKPILOT like
- heading or course errors building up without sufficient action of the TRACKPILOT on the rudders,
- insufficient reaction of the vessel to the rudder commands given by TRACKPILOT,
- overshooting and extreme steering hunting after course changes executed by TRACKPILOT,
- swinging rudder angles or rate of turn of the vessel while steering a constant course,
the following countermeasures shall be executed:
- Check the depth below the keel at the echosounder and in the sea chart.
- Adapt the Rudder Economy setting to the current situation; it may be necessary to use lower
Economy values (higher rudder gain) in shallow water.
- Reduce the speed until the steering actions become stable.
WARNING:
If the adaptation to the shallow water situation needs too much time,
immediately switch over to manual steering in order to regain control
over the ship.
True north
Manual set; is entered by Dialog under SET if the single-
Speed over ground in the longi- axis log is selected
tudinal direction; measured by Manual drift; is entered by Dialog under DRIFT if the
the dual-axis log in Bottom Track single-axis log is selected
mode or by a position sensor
selected as the selected speed
sensor Speed of the current; is computed from
the difference between Bottom Track and
Speed through the water in the Water Track data; displayed on the
longitudinal direction; measured displays as Set and Drift.
by single-axis logs
Speed over ground; is measured by the dual-axis log
Own speed: Speed produced by the in Bottom Track mode or by a position sensor selected
ship's own propulsion as the selected speed sensor
In the ideal case, the course over ground is used which is computed taking account of the speed over
ground measured by a dual-axis log in Bottom Track mode.
In the worst case, i.e. if a single-axis log has been selected as the speed sensor and no set or drift
values have been entered manually, the heading value is used as the actual course in Course mode
too. In Course mode, the ship is then steered in the same direction as in Heading mode, without drift
compensation.
Between these extremes, the following possibilities exist:
- As the speed sensor, a position sensor is selected. In Course mode, the course made good supplied
by this sensor is then used as set course.
☞ On ships with BSH and DNV NAUT-AW approval, the use of the speed signals from position
sensors is usually not permitted.
☞ The suitability of a position sensor as the speed sensor depends on how sluggishly the COG/
SOG signal supplied by the position sensor reacts to a course change (delay caused by the
filtering which takes place in the position sensor) and on how accurate and stable the values
determined are.
- A dual-axis log is used as the speed sensor, and is operated in Water Track mode. In Course mode,
the course through the water is then used.
- As the selected speed sensor, a single-axis log is used, and the set and drift are entered manually.
In Course mode, a course is then used which - depending on sensor accuracy, on the magnitude
ratio between wind drift and speed of current, and on the accuracy of the values entered manually -
is more suitable or less suitable than the course through the water.
Position Filtering
To support the dead reckoning process with the position data of the selected position sensor, a position
filter with the following characteristics is used:
- Computation of the ship's lateral distance from the currently valid track segment or from the present
curve.
- Filtering of the lateral distance from the currently valid track segment with limitation of the track devi-
ation injected into the control process.
- Control of the filter time-constant depending on the set track limit and on the selected position
sensor.
From this, it turns out that, when precise track-keeping (small track limit) is set, the TRACKPILOT
follows the position variance comparatively quickly. In order to achieve steady track-keeping when
the position data are unsteady, the track limit must be increased to at least five times the value of
the position variance.
- Larger values for the track limit automatically increase the filter time-constant, and in addition they
lead to an internal rudder-limitation.
Recommended setting of the position filtering:
1)
In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.
Position Monitoring
If the selected position sensor fails to supply any valid data or if a switch-over takes place to a position
sensor which is supplying invalid data, the TRACKPILOT gives the TP CHANGE POSN SENSOR alarm.
A switch-over to another position sensor must take place or Track mode must ended.
Whenever position data have been received, dead reckoning using the gyro heading and the data of the
selected speed sensor is started and in this way an expected value to be used for position monitoring is
determined. Position monitoring depends on the track control mode:
Track control mode To Track
- If the received position value differs from the expected value by more than the track limit or (if the
track limit is set at a low value) by more than a value which depends on the sensor type, the TP
POSITION JUMP alarm is triggered. After the alarm has been acknowledged with the ACK ALARM
key, the position value received is incorporated into the control process via the position filter.
- Discontinuities which are larger than a value that is set at service level 1) lead to the TP TRACK
MODE FAULT alarm; when this alarm is acknowledged, a switch-over to Course mode takes place.
Track control mode To Waypoint
- If the position value received does indeed lie within the geographical area defined by the set track
limit 2) but differs from the expected value by more than the set track limit 2), the TP POSITION JUMP
alarm appears (acknowledgement with the ACK ALARM key). In this case, no temporary track is
computed.
- If the position value received or the dead-reckoned position deviates from the System Track by more
than the set track limit or (if the track limit is set at a low value) by more than 100 m, a temporary
track is computed from the present position to the TO-waypoint and the TP NEW TRACK alarm is
triggered. After acknowledgement with EXECUTE, the temporary track is used as the basis for the
control process.
1) In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.
2) If the track limit setting is small, the important item for this is not the track limit but a value which depends on the sensor type.
3)
In the case of ships with DNV NAUT-AW approval, the limit value does not depend on the track limit but depends instead on the selected
speed sensor and position sensor.
Relationship between the Actual Course and the Constant Deviation from the Track
The actual course which is generally used in the NACOS is computed from the compass course, taking
account of the longitudinal and transverse speed values supplied by the speed sensor. If this value is not
equal to the course made good resulting from the position data, a constant deviation from the track might
occur as a control error in Track mode.
If the correction value is selected such that it is equal to the difference between the actual course gener-
ally used in the NACOS system and the actual course resulting from the position data, this control error
is avoided.
In the Anchor Control mode, the ship is kept on the specified heading by means of the tunnel thrusters.
☞ If two TRACKPILOTs are installed: Anchor Control mode is only possible with TRACKPILOT 1. For
this reason, the following settings can only be made if TRACKPILOT 1 is selected; see also page
207.
Most of the settings needed for the Anchor Control mode are made in the ANCHOR CONTROL Dialog.
HEADING TOLERANCE 10 °
HEADING LIMIT ADD. 10 ° Anchor control settings;
see text
THRUSTER ACT SET
BOW 1 2 3 0% 0%
STERN 1 2 3 27% 30%
LIMIT 50%
Closes the Dialog
CLOSE
The following settings should be made or checked before the Anchor Control mode is switched on. All
settings can be changed with the Anchor Control mode already activated.
☞ After switch-on or restart of the TRACKPILOT, all parameters are automatically set in the form in
which they were last adjusted.
Set Heading
The set heading cannot be entered before the Anchor Control mode is switched on.
☞ When switching to the Anchor Control mode, the present heading is taken over as the set heading;
see page 250.
Heading Tolerance
The heading tolerance is used to define the permissible deviation of the present heading value from the
set heading. If the heading is within the tolerance sector, the TRACKPILOT reduces the thruster power
until a border of the tolerance sector is reached. Expressed another way: The ship is pressed against the
leeward border of the tolerance sector by external forces acting on the ship and is kept there by the coun-
teracting force produced by the thrusters 1).
DO
Heading Limit
If the current heading value deviates too much from the set heading, the alarm TP HEADING LIMIT is
shown. This limit is set by means of the parameter "additional heading limit". The deviation of the present
heading from the set heading, at which the alarm TP HEADING LIMIT appears, is the sum of the values
set for heading tolerance and additional heading limit.
The setting of the additional heading limit is made in the field
HEADING LIMIT ADD. HEADING LIMIT ADD. 10 °
DO
The anchor economy is used mainly to adjust the control gain ANCHOR ECONOMY 3
and therefore the control accuracy. 1 2 3 4 5 6 7 8 9 10
CONTROL
EXACT TOLERANT
2.DO
1)
If the weather vane position within the tolerance sector is reached, the ship remains there and the TRACKPILOT controls the thruster power
down to zero.
each stern thruster is driven so that it has to deliver 30% of green = activ
DO
Preparation / Prerequisites
The Anchor Control mode should only be activated when the anchor chain has been paid out and the
ship is in the weather vane position. In addition, the following prerequisites must be met:
- The TRACKPILOT must be correctly parametrized for the Anchor Control mode; see Section 29.1.
- The thrusters must be ready (hydraulics, electrical system).
- The radar being operated must be switched as the TRACKPILOT Master.
- There must be no steering mode switched on (OFF must be displayed in the operational mode field
of the TRACKPILOT).
- If two TRACKPILOTs are installed: TRACKPILOT 1 must be selected.
Heading limit
Heading line
While the Anchor Control mode is active, all of the parameters listed in Section 29.1 can be modified at
any time at the TRACKPILOT Master. The operating actions are described in Section 29.1.
The modification of the set heading is performed as for the Heading mode: By using the joystick or by
alphanumerical entry in the NEXT field, followed by pressing of the EXECUTE key.
If the thruster control signal generated by the TRACKPILOT reaches the preset thruster power limit, the
alarm TP THRUSTER LIMIT is shown. If a value of less than 100% was entered as the limit, it helps to
increase this value or to activate further thrusters, provided that this is permitted by the external prereq-
uisites.
If the deviation of the actual heading from the set heading reaches the sum of the heading tolerance and
additional heading limit, the alarm TP HEADING LIMIT indicates that the thruster power must be
increased (by elevating the thruster power limit or by adding further thrusters).
When the modification of the set heading is performed, generation of the alarms TP HEADING LIMIT and
TP THRUSTER LIMIT is suppressed until the heading has approached the tolerance sector to within one
degree. Whether the thruster power is sufficient or must be increased (by elevating the thruster limit or
adding another thruster) can be determined by observing the ROT and heading.
If it is suspected that the TRACKPILOT is malfunctioning, e.g. in the case of repeated occurrence of the
TRACKPILOT FAILURE alarm, or the TP TRACKPILOT FAILURE alarm, or SYSTEM FAULT alarms
with a fault code beginning with 06, restarting of the TRACKPILOT program or restarting the TRACK-
PILOT electronics unit might correct the fault situation.
During the TRACKPILOT program start-up triggered by the restart, unwanted output signals can occur
and alarms can take place. Therefore, the following rule applies:
Restarting of the TRACKPILOT program takes place when, in the TRACKPILOT UTILTIES Dialog, you
click on the RESTART TP button.
☞ If two TRACKPILOTs are installed: The restart takes place for both TRACKPILOTs.
As a result of the restarting of the TRACKPILOT program, both the adapted neutral rudder-angle and the
adapted course-correction value are deleted. Therefore, after restarting of the TRACKPILOT program, it
is advisable to steer a constant course manually for some time (about 5 minutes) until the TRACKPILOT
is reconnected to the steering gear.
The TRACKPILOT is restarted by switching the TRACKPILOT electronics unit off at its power switch and
then switching it on again after a few seconds. 1)
☞ The restart of the TRACKPILOT also includes the restarting of the TRACKPILOT program and, if
installed, the SPEEDPILOT. In addition, this also restarts the TRACKPILOT interface unit.
Useful Information
The TRACKPILOT electronics unit as part of the NACOS (see also figure on page 26) integrates
- the autopilot and track control function (TRACKPILOT),
- the processing of interface data received from the TRACKPILOT interface unit (Engine Interface),
- the optional speed control function (SPEEDPILOT),
- the optional Conning Display function of the CONNINGPILOT.
The computer of the TRACKPILOT electronics unit supplies all other units of the NACOS (radar, ECDIS)
with its data via the bus system.
☞ If the computer of the TRACKPILOT electronics unit fails or is powered down, all above listed func-
tions will not be available.
The TRACKPILOT interface unit forms the interfacing to all required sensors or external systems (rudder
engines, automation system, propulsion system) for these functions.
In order to detect any faults (or alleged faults) which are occurring infrequently and sporadically, the
service organisation can connect a PC to the TRACKPILOT electronics unit, and during operation they
can record a series of internal data on this PC for the purpose of later evaluation.
The data to be recorded can be selected by means of a code number specified by the service organisa-
tion; this number is entered behind RECORDING in the TRACKPILOT UTILITIES Dialog.
☞ So that the input of the code number can be altered during the voyage in consultation with the
service organisation, it has been made accessible to the operator in this way.
1)
This switch is situated beside the plug-in connection of the mains cable input on the display electronics unit. Alternatively, the TRACKPILOT
electronics unit can be switched off and on at the mains switchboard or by switching off and on the complete NACOS, see page 27.
SPEEDPILOT Functions
The system can optionally be equipped with a SPEEDPILOT 1). As the TRACKPILOT the SPEEDPILOT
can be operated from all radar indicators that are equipped with a TRACKPILOT keyboard.
The SPEEDPILOT remotely controls the propulsion leaver and in the speed control modes compares the
speed measured by the selected speed sensor with the set speed that is specified to the SPEEDPILOT.
From this it derives the necessary values for the speed control unit ("lever" 2)) which ensures that the set
speed is maintained. This is done taking account of all available parameters that are relevant. The drift
component is taken into account insofar as it is contained in the measured speed of the selected speed
sensor.
The other three operational modes differ with regard to the source of the set speed:
1) The SPEEDPILOT is an option. The fact that it is installed can be recognised from the fact that there is a SPEEDPILOT button contained
in the menu that is opened with the PILOT button.
2) or some other control unit, which is likewise called lever in the following
3) This function requires accurate entry of a so called "RPM to Lever" table on Service level.
Profile mode
While the ship is sailing along a System Track, the Profile Speed defined for the track segment
concerned is used as the set speed 1) When a waypoint is reached, a switch-over takes place automati-
cally to the set speed that is defined as the Profile Speed for the next track segment. In this way the ship,
in a fully automatic manner, performs the speed profile that is planned for the track.
Arrival mode
While the ship is sailing along a System Track, the Arrival Speed value computed by the CHARTPILOT
for the existing situation is used as the set speed 2). The Arrival Speed is the speed at which the ship
would currently have to sail in order to reach the destination at the planned time of arrival (ETA). The
computations that are necessary for this ETA-controlled sailing are performed continuously by the
CHARTPILOT on the basis of the planned values and the existing situation (the time remaining up to the
planned ETA, the distance remaining, and the planned and maximum speeds).
In Arrival mode, the planned passage times and arrival times are thus automatically achieved exactly,
insofar as this is possible on the basis of the general conditions.
The operating elements and displays for the SPEEDPILOT are summarised in the SPEEDPILOT Dialog
which appears in the Multidisplay - see page 261. This Dialog is opened by clicking on the PILOT button
and then on SPEEDPILOT. By clicking on the CLOSE button contained in the Dialog, the Dialog can be
closed again.
During the system setting-to-work process, the control characteristics of the SPEEDPILOT were adjusted
to suit the characteristics of the ship and engine. Furthermore, however, the SPEEDPILOT also has to
be adjusted during its operational use to ensure that it suits the existing conditions. These settings are
made in the SPEEDPILOT SETTINGS Dialog.
1) The voyage planning data that are necessary for this must be contained in the System Track.
2) The voyage planning data that are necessary for this must be contained in the System Track.
The control function starts to act only when the difference between the
set speed and the actual speed reaches the entered sensitivity value.
The response threshold should be as low as possible; a value of 1 2 3
0.2 kn or 0.1 kn is desirable. It must be increased if, in spite of high 4 5 6
values of the speed filter, the speed signal fluctuations caused by the
sea state affect the lever value which the SPEEDPILOT gives to the
engine.
FILTER value, these fluctuations can be filtered out of the speed SPEED FILTER 20 sec
signal.
If the sea state is affecting the lever value which the SPEEDPILOT is
giving to the engine, the speed filter value should be increased. Only 1 2 3
if this is not adequate is it also necessary to reduce the sensitivity. 4 5 6
selected such that any restriction in the propulsion system (e.g. fuel HIGH LEVER LIMIT 8.6
consumption, number of required generators) are not violated during
SPEEDPILOT operation.
1 2 3
4 5 6
such that the propulsive power is still sufficient to ensure rudder effec- LOW LEVER LIMIT 2.0
tiveness for reliable course-steering.
1 2 3
4 5 6
The operating elements and displays of the SPEEDPILOT are summarised in the SPEEDPILOT Dialog.
1) or some other control unit, which is likewise called "lever" in the following; ships with two propellers often have two levers working synchro-
nously.
2) If the engine remote control system offers the possibility, the SPEEDPILOT is integrated in such a way that the lever is automatically moved
when the SPEEDPILOT is in the activated state, i.e. the lever moves to the lever value which the SPEEDPILOT gives to the engine control
system.
1)
The SPEEDPILOT Activation switch is not part of the NACOS. It is situated on the central bridge-console and consist of a rotary switch, a
pair of pushbuttons, etc. The operating element for the activation function can also be spatially separate from the operating elements for
the deactivation function (e.g. pushbuttons for take-over of manual speed control beside each lever). The deactivation function can also be
performed by means of the lever itself (automatic deactivation of the SPEEDPILOT when the lever is operated) if an automatic switch-off
facility of this kind is integrated within the lever.
The designation used to label the operating elements can likewise differ from one ship to another. In these Operating Instructions, the switch
is designated as SPEEDPILOT Activation switch in all cases.
When the operational mode then appears in the operational mode field and no message with a different
text appears in the alarm list or in a Dialog box, the SPEEDPILOT is in the activated state, in other words,
the levers are now being controlled by the SPEEDPILOT, and not manually. In Set Lever mode, the lever
setting, in Set Speed mode the speed at which the ship was sailing at the instant of activation is taken
over.
If the necessary preparations have been made, then a different operational mode can also be selected:
1 2 3
Sailing in Set RPM Mode 4 5 6
1) Future option
Changing the set RPM: Click on the SET RPM value and enter DO
a new value.
SET RPM 50
1 2 3
4 5 6
1) If the TRACKPILOT is not activated speeds are changed when passing the waypoint.
As long as Arrival mode is switched on, the set speed value used by the SPEEDPILOT is the Arrival
Speed computed by the CHARTPILOT. In the SPEEDPILOT Dialog, this speed is displayed in the SET
field and the PLANNED + NEXT field.
☞ For a brief description of the Arrival Speed, see page 258. The algorithm with which the Arrival
Speed is computed is described in detail under "Voyage Preparation" in the CHARTPILOT Operating
Instructions.
The result of the computation is that the Arrival Speed values are selected such that, if the ship is
currently ahead of schedule, the (economically unfavourable) peak speeds of the entire track section that
is still to be sailed are reduced, but such that, if the ship is currently behind schedule, catching up is done
within a reasonable period if possible.
If two consecutive legs have different Arrival Speed values assigned to them, the set speed changes at
the wheel over point of the waypoint which separates the legs from each other.1)
If the speed is to be subjected to a general upper limit throughout the entire voyage, or a least during
part of it, this speed limit value can be entered on the CHARTPILOT. This speed limit is taken into
account in the continuous computation of the Arrival Speed.
If the speed is to be subjected to an upper limit for a limited section of the route, this can be done by
entering a speed limit in the SPEEDPILOT SETTINGS Dialog - see page 260. (Limitation of the speed
for the entire voyage or for the remaining part of it can be satisfactorily achieved on the CHARTPILOT
by changing the activated voyage-planning - see the Operating Instructions of the CHARTPILOT.)
Note:
For alarma and warnings possibly issued during activation, deactivation and during activated control by
SPEEDPILOT see also the next chapter and chapter 37.
Switch-Over Process in the Case of Systems with External Activation of the SPEEDPILOT
When the SPEEDPILOT Activation switch is put into the ON state, the SPEEDPILOT checks whether it
can take over the task of controlling the speed. If the result is positive, the SPEEDPILOT closes a relay
contact, which causes a switch-over unit external to the NACOS to disconnect the engine remote control
system from the manual lever output and to connect it to the output signal of the SPEEDPILOT.
When the SPEEDPILOT Activation switch is put into the OFF state, the SPEEDPILOT opens the above-
mentioned relay contact, and the switch-over unit external to the NACOS disconnects the engine remote
control system from the output of the SPEEDPILOT and connects it to a different control unit.
Switch-Over Process in the Case of Systems with Internal Activation of the SPEEDPILOT
If the engine remote control system is ready to take over the output signals of the SPEEDPILOT for the
purpose of controlling the engines, it signals this fact to the SPEEDPILOT. If one of the SPEEDPILOT
operational modes is then selected in the SPEEDPILOT Dialog, the SPEEDPILOT checks whether it can
take over the task of controlling the speed. If the result is positive, the SPEEDPILOT closes a relay
contact, which causes a switch-over unit external to the NACOS to disconnect the engine remote control
system from the manual lever output and to connect it to the output signal of the SPEEDPILOT.
If the engine remote control system is switched to a different control unit, this fact is signalled to the
SPEEDPILOT. The SPEEDPILOT then opens the above-mentioned relay contact, and the switch-over
unit external to the NACOS disconnects the engine remote control system from the output of the SPEED-
PILOT and connects it to the other control unit.
1) Future Option
If the SP DEACTIVATION FAULT alarm occurs after an attempt has been made to deactivate the
SPEEDPILOT, it might be that deactivation of the SPEEDPILOT has not occurred and that the engine
continues to be controlled by the SPEEDPILOT.
WARNING:
If the alarm SP DEACTIVATION FAULT occurs after the deactivation
attempt, the lever must be checked immediately (by being operated) to
see whether deactivation of the SPEEDPILOT has occurred. If the engine
does not react to the lever movement, it is necessary to immediately
switch over to some other control unit or to the engine's back-up control
facility, and a check must be performed to see whether the engine
control function is actually working.
Action:
- Analyse the problem with the aid of the listed system-faults - see page 328
- or -
- Restart the SPEEDPILOT.
- Look for faults in the engine remote control system and in the interfacing to SPEEDPILOT.
If it is suspected that the SPEEDPILOT is malfunctioning, e.g. in the case of repeated occurrence of the
SPEEDPILOT FAILURE alarm or of SYSTEM FAULT alarms with a fault code beginning with 08, or if
the SP DEACTIVATED alarm occurs for no apparent reason, restarting of the SPEEDPILOT program
might correct the fault situation.
First of all, the SPEEDPILOT must be disconnected from the engine control system. The SPEEDPILOT
program is then restarted by operation of the RESTART SP button.
☞ If this does not solve the problem, restarting the SPEEDPILOT by hardware (power down / power
up) may help. The SPEEDPILOT is restarted by restarting the TRACKPILOT electronics unit, see
page 254.
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
36 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 37. 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)
On the radar keyboard or on the TRACKPILOT keyboard. Both keys have the same function.
2) 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 37, 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 140) 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.
37 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 279.
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.
If the TRACKPILOT is being operated in Track mode, it performs the same check and, if necessary,
reports the warning TP WPT APPROACHING. In order to avoid a double report, the output of the
alarm APPROACHING WAYPOINT is suppressed in this case.
1)
The announcement of this warning can be switched off in the ALARM SETTINGS menu.
2) depending on system configuration on service level; required for ships with DNV NAUT-AW approval.
3) Also taking account of the effect of drift at low speed and of the effects of the existing ROT - see page 94.
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.
1) depending on system configuration on service level; required for ships with DNV NAUT-AW approval.
EI TP/SP-INTERFACE OFFLINE
The Engine Interface program (see below) has no contact with the TRACKPILOT Interface processor
of the TRACKPILOT interface unit. The TRACKPILOT as well as the SPEEDPILOT can no longer
perform their tasks, as their communication with the interface is not available.
WARNING: When this alarm appears, the rudder and the engine control
must immediately be switched over to manual operation and a check
must be performed to make certain that the manual control function is
working properly correctly.
Remedy:
- Check the power supply and the operational status of the TRACKPILOT interface electronics.
- Restart the TRACKPILOT (see page 254).
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.
When the TRACKPILOT is active, this alarm can be acknowledged finally only on the TRACKPILOT
Master. See also TP GYRO FAULT acknowledgement on page 300.
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 86.
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 21.
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.
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.
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.
When the TRACKPILOT is active, this alarm can be acknowledged finally only on the TRACKPILOT
Master.
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.
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.
When the TRACKPILOT is active, this alarm can be acknowledged finally only on the TRACKPILOT
Master.
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.
When the TRACKPILOT is active, this alarm can be acknowledged finally only on the TRACKPILOT
Master.
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.
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.
SP ...
All alarms beginning with SP are generated by the SPEEDPILOT. Unless stated otherwise, they
appear only on the SPEEDPILOT Master, and it is only there that they can be acknowledged.
SP ACTIVATION FAILED
An attempt has been made to activate the SPEEDPILOT, but the interface signals to the engine
control system do not confirm a complete activation of the SPEEDPILOT.
WARNING: When this alarm appears, the engine control must be
switched over to manual operation and a check must be performed to
make certain that the manual control function is working correctly.
Remedy:
- Wait, if the SPEEDPILOT is activated after a delay of some seconds.
- Retry the activation
- Check the interface signals to the engine control system
SP CONFIG FAULT
The configuration parameters of the SPEEDPILOT are incomplete or not available. The engine
control system can no longer be driven correctly.
WARNING: When this alarm appears, the engine control must be
switched over immediately to manual operation and a check must be
performed to make certain that the manual control function is working
correctly.
Special features:
- This alarm cannot be acknowledged
- FAILURE is displayed in the SP MODE field
- The reason for the failure is shown in the System Fault list
Remedy:
- The configuration must be restored / repaired at next service.
SP DEACTIVATED
This alarm appears in two different situations:
a) As a result of an operating action, the SPEEDPILOT has become disconnected from the engine
control system. The message confirms that the engine is now being controlled by means of the
lever.(That means, that SPEEDPILOT OFF is indicated)
b) The SPEEDPILOT has been disconnected from the engine control system (engine control is
now performed using the lever) because one of the engine systems has signalled a failure.
Remedy: Check the interface signals delivered from the engine control system. If the alarm occurs
for no apparent reason, restarting of the TRACKPILOT might correct the fault situation, see page
254.
SP DEACTIVATION FAILED
An attempt has been made to deactivate the SPEEDPILOT, but the interface signals to the engine
control system do not confirm a complete deactivation off the SPEEDPILOT.
WARNING: When this alarm appears, the engine control must be
switched over to manual opration and a check must be performed to
make certain that the manual control function is working correctly.
Remedy:
- Wait, if the SPEEDPILOT is activated after a delay of some seconds.
- Retry the activation
- Check the interface signals to the engine control system
SP NO MASTER
At present, there is no radar indicator defined as the SPEEDPILOT Master.
Special features:
- Acknowledgement can also be performed by pressing the SPEEDPILOT key.
- The indicator on which acknowledgement takes place is switched to act as the SPEEDPILOT
Master.
- If the alarm can not be acknowledged because there is no radar indicator available, the Set
Lever mode is activated after 30 seconds and, instead of the indication of the SPEEDPILOT
operational mode, FAILURE is displayed and the external SPEEDPILOT alarm (see page 317)
is issued.
SP NO SPEED FROM PS
The SPEEDPILOT was working in Profile mode or Arrival mode, but is not receiving any data from
the planning system (CHARTPILOT).
Special features:
- When this alarm appears, the SPEEDPILOT is automatically switched to Set Speed mode, and
the current set speed is maintained.
SP SPEED FAULT
The SPEEDPILOT is in Set Speed mode, Profile mode or Arrival mode, or an attempt is made to
activate one of these modes, and
- the speed sensor is transmitting invalid data,
- or -
- MANUAL speed has been selected as the speed sensor,
- or -
- the SPEEDPILOT is not receiving any speed data.
Special features:
a) SPEEDPILOT is in the activated state:
- When this alarm appears, the SPEEDPILOT is automatically switched to Set Lever mode, and
the current set lever is maintained.
- Instead of the indication of the SPEEDPILOT operational mode, FAILURE is displayed.
- The external SPEEDPILOT alarm (see page 317) is issued.
- If the cause of the problem disappears, or if the Set Lever mode was activated manually before
the alarm was acknowledged, the alarm vanishes.
b) An attempt is made to activate the SPEEDPILOT
- SPEEDPILOT remains in the OFF status (it stays not activated)
- No change of the commanded lever value takes place
Remedy:
- Select some other speed sensor or
- switch to Set Lever mode or
- de-activate the SPEEDPILOT.(switch over to manual speed control)
SP SPEED LIMIT
The set speed setting ordered by the SPEEDPILOT is larger than the speed limit value that was set
in the SPEEDPILOT dialog.
The set speed value is reduced to the speed limit value.
Remedy: Increase the speed limit in the SPEEDPILOT SETINGS menu or sail with reduced speed.
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.
When the TRACKPILOT is in a steering mode, this alarm can be acknowledged finally only on the
TRACKPILOT Master.
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.
When the TRACKPILOT is in a steering mode, this alarm can be acknowledged finally only on the
TRACKPILOT Master.
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.
When the TRACKPILOT is in a steering mode, this warning can be acknowledged finally only on the
TRACKPILOT Master.
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.
SPEEDPILOT FAILURE
The SPEEDPILOT is not ready for operation (no signals from the SPEEDPILOT program to the
SPEEDPILOT Master). The SPEEDPILOT must be disconnected from the engine control system;
the engine must be controlled by the lever manually.
WARNING:
If this alarm appears, the engine control must immediately be switched
over to manual operation, and a check must be performed to make
certain that the manual control function is working correctly.
☞ Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the SPEEDPILOT dialog.
Remedy: Check the TRACKPILOT electronics and TRACKPILOT interface units. In the case of
repeated occurrence of the alarm resetting or restarting of the SPEEDPILOT might correct the fault
situation, see page 268.
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 279.
☞ 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 328.
☞ 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 06xxx,
resetting of the TRACKPILOT program or restarting the TRACKPILOT might correct the fault
situation, see page 253.
In the case of repeated occurrence of the SYSTEM FAULT alarms with a fault code 08xxx,
resetting or restarting of the SPEEDPILOT might correct the fault situation, see page 268.
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 271.
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.
TP ...
All alarms beginning with TP are generated by the TRACKPILOT. Unless stated otherwise, they
appear only on the TRACKPILOT Master, and it is only there that they can be acknowledged.
TP ASTERN SPEED
The TRACKPILOT is in the activated state and the selected speed sensor is producing negative
(astern) speed data (which the TRACKPILOT cannot process).
WARNING:
While this alarm is present, the steering gear is not being driven by the
TRACKPILOT.
When the TP ASTERN SPEED alarm appears, it is necessary to immedi-
ately change to some other speed sensor or to switch over to manual
steering.
Special feature: The alarm cannot be acknowledged. It disappears when its cause has been elimi-
nated.
TP COURSE LIMIT
The set course limit has been exceeded.
Remedy:
- Increase the course limit or
- wait until the TRACKPILOT has eliminated the course error, or
- switch over to manual steering.
TP DEACTIVATED
The TRACKPILOT has been deactivated and is no longer controlling the rudder. The ship must be
steered manually or by another autopilot.
NOTE: This alarm must be configured on service level if required by the class or the owner.
TP DRIFT LIMIT
The pre-set drift limit value has been exceeded; for correct track-keeping, a larger compensation
angle is needed.
☞ Even after acknowledgement, the drift angle contained in the actual course is limited for the
TRACKPILOT to the drift limit setting.
Remedy: Increase the drift limit value or switch over to Heading mode or to manual steering.
TP END OF TRACK
The ship, sailing in Track mode, will pass the last waypoint of the System Track in 60 seconds.
Special features:
Acknowledgement causes a switch-over to Course mode; the ship’s course has to be set manually.
If the alarm is not acknowledged within 30 seconds, the TRACKPILOT
Alarm signal is generated for the purposes of triggering an external
alarm; see page 316.
TP GC COURSE CHANGE
Track mode is switched on, the sailing mode is set to Great Circle. In order to remain on the Great
Circle, a course change is necessary which exceeds 3 degrees or half of the set Course Limit. The
new course is displayed as NEXT course in the TRACKPILOT data display.
Special features: Acknowledge with EXECUTE. Regardless of whether this alarm is acknowledged
or not, the planned change of the course takes place at the WOP.
TP GYRO FAULT
The TRACKPILOT is in the activated state and the gyro compass or its transmission unit has been
switched off, is reporting incorrect data, or has failed.
- or -
With the TRACKPILOT in the activated state, the gyro heading value
- has jumped by more than 1 degree, or
- has been changed by more than 3 degrees in the synchronization of the heading transfer as
per page 100.
WARNING:
While this alarm is present, the steering gear is not being driven by the
TRACKPILOT.
When this alarm appears, a switch-over to manual steering must be
performed immediately.
Special features:
- Acknowledgement causes switch-over to Heading mode and acceptance of the displayed gyro
heading value. The currently existing heading value is taken over as the set value.
- In addition, acknowledgement can force the TRACKPILOT to generate larger rudder angles.
- If the cause of the alarm has not been removed (i.e. the gyro heading is still invalid), the alarm
is repeated even after acknowledgement.
If the alarm is not acknowledged within 30 seconds, the TRACKPILOT Alarm signal is
generated for the purposes of triggering an external alarm; see page 316.
Remedy (after the switch-over to manual steering has taken place): Check the compass; if possible
at the compass system, select another gyro. Check the displayed gyro heading. If necessary
synchronize the heading transfer, see page 100.
TP HEADING LIMIT
The TRACKPILOT has detected a heading deviation above the set heading limit during Anchor
Control mode.
Remedy:
- Increase the heading limit
- Wait until the deviation becomes less than the limit
- Increase the thruster power
- Switch over to manual thruster control
TP LOW SPEED
The speed reported by the selected speed sensor is so low that the TRACKPILOT might not be able
to steer the ship correctly.
Special feature: Acknowledgement causes a switch-over to Heading mode.
Remedy: Switch over to manual steering.
TP NEW TRACK
Because of
- a detected position-jump (e.g. satellite fix),
- exceeding of the track limit (if the track deviation is greater than 100 m)
- a switch-over of sailing mode (Rhumb Line / Great Circle),
- a switch-over of track control mode (To Waypoint / To Track) or
- the operator input for new calculation on the radar indicator in the TP operation menu
the track has been calculated anew. The newly calculated present set course is displayed under
NEXT in the TRACKPILOT Data display.
Special feature: Acknowledge with EXECUTE. As a result, the newly calculated track is accepted.
Remedy: Switch over to Course mode or Heading mode if the new track cannot be accepted.
1) This alarm can only appear if activated on service level; for this function a maximum allowed ROT value must be set in the
system configuration.
2) This alarm can only appear if activated on service level; required for ships with DNV NAUT-AW approval.
TP NO MASTER
There is no radar indicator defined as the TRACKPILOT Master.
Special features: Acknowledgement can also be performed by pressing the TRACKPILOT key.
The indicator on which acknowledgement takes place is switched to act as the TRACKPILOT
Master.
TP POSITION DRIFT 1)
Since the beginning of the position drift computation in Track mode, a difference has built up
between the dead reckoning position and the position given by the position sensor, and this differ-
ence is greater than a limit value which depends on the set track limit 2).
Special feature: Acknowledgement restarts the position drift calculation with a difference of zero.
Remedy:
- Select a more accurate position sensor or speed sensor or correct the set and drift input.
- Select Estimated Position (Dead Reckoning) and check the navigation sensors presently
used.
- Switch over to Course mode or Heading mode.
- Increase the track limit.2)
TP POSITION JUMP
During steering in Track Mode a position jump (e.g. satellite fix or position adjust) exceeding the set
track limit (or, if the track limit is set to a low value, a position jump exceeding a value which depends
on the sensor type) has been detected.
Special feature: By acknowledgement, the new position is accepted.
Remedy: Increasing the track limit increases tolerance with regard to position jumps and
strengthens the filtering of the received position-data.
TP REDUCED RADIUS
The Track mode is in the switched-on state, but the set radius is too large to enable the ship to reach
the next leg by means of the manoeuvre that is planned for the TO-waypoint. For this reason, the
TRACKPILOT will reduce the radius to such an extent that the course change can be performed.
Remedy: Switch over to Course mode or Heading mode.
1) Depending on the system configuration this alarm can be switched off on service level.
2)
In the case of ships with DNV NAUT-AW approval, the limit value depends not on the track limit but on the selected speed sensor and on
the selected position sensor.
TP RUDDER ERROR
The rudder engine is not obeying the instructions from the TRACKPILOT, or is not doing so with
sufficient accuracy.
Special feature: The message initially appears without an acoustic signal. If the cause of the fault
continues to exist for 10 seconds, the acoustic alarm signal appears. The alarm can be acknowl-
edged, but is repeated for as long as the cause of the fault continues to exist.
CAUTION:
If this alarm is present for a longer time, it is necessary to switch over
to manual steering.
Remedy: Check the steering gear.
TP RUDDER LIMIT
The set rudder limit value has been reached; with this rudder limit, the manoeuvre cannot be
performed without a deviation.
- or -
The present rudder angle lies outside the rudder limit.
WARNING:
In Track mode on ships with DNV NAUT-AW approval, limitation by the
set rudder limit is ignored when a planned manoeuvre is being
performed.
Remedy:
- Increase the rudder limit or
- wait until the rudder angle becomes less than the rudder limit or
- switch over to manual steering.
TP SHORT RADIUS
So that the planned manoeuvre can be performed, the expected rudder angle would have to be
larger than the maximum value that the TRACKPILOT can specify for it.
Remedy: Increase the radius or switch over to manual steering.
TP SPEED JUMP
The speed transferred from the selected speed sensor has jumped by more than 5 knots.
Special feature: Up until acknowledgement takes place, the TRACKPILOT uses the longitudinal and
transverse speeds that were valid before the alarm. After acknowledgement, the TRACKPILOT uses
the new longitudinal and transverse speeds.
Remedy: Check the new speed value. If it is correct, acknowledge the alarm; otherwise, select some
other speed sensor before acknowledgement.
TP THRUSTER FAULT
The Anchor Control mode is activated. No thrusters are available to the TRACKPILOT.
Special feature: The alarm cannot be acknowledged. It disappears when its cause has been elimi-
nated or when the Anchor Control Mode is switched off.
Remedy: Deactivate the Anchor Control Mode and provide the necessary preconditions for use of
the thrusters (hydraulics, electrics).
TP THRUSTER LIMIT
The Anchor Control mode is activated. The thrusters deliver the maximum power allowed by the
current settings.
Remedy:
a) When the alarm appears even though the set heading was not changed: Increase the thruster
power (elevate the thruster power limit or add thrusters), or
b) When the alarm appears after the set heading was changed: Whether the thruster power is
sufficient can be determined by observing the rate of turn if the ship; if necessary, increase the
thruster power.
TP TRACK LIMIT
The set track limit value has been exceeded.
Remedy:
- Increase the track limit or
- allow the ship to steer back to the track or
- steer the ship with the joystick or
- select manual steering.
TP TRACKPILOT FAILURE
The TRACKPILOT reports a fault, and is no longer controlling the rudder.
WARNING:
When this alarm appears, a switch-over to manual steering must be
performed immediately.
☞ Until the cause of the alarm has been eliminated, the status FAILURE is shown in the opera-
tional mode field of the TRACKPILOT Data display.
Remedy (after the switch-over to manual steering has taken place):
- Check system fault alarms.
- Restart the TRACKPILOT program (see page 253).
- Restart the TRACKPILOT (see page 254).
- Check the TRACKPILOT electronics unit, the TRACKPILOT interface and their power supply.
1)
On ships with DNV NAUT-AW approval, this alarm also appears if the CHART MONITORING OFFLINE or CONNING SYSTEM OFFLINE
alarm occurred.
TP WOP EXECUTION
In Track mode the next WOP (the start of the course change) will be reached 30 seconds after this
warning or alarm appears.
or Special feature: Acknowledge with EXECUTE
WARNING:
Regardless of whether this alarm is acknowledged or not, the planned
change of the course takes place at the WOP.
If the planned change of the course is not to be executed: Switch over to Course or Heading
mode and steer with the joystick.
If the preceding TP WPT APPROACHING alarm is acknowledged, the TP WOP EXECUTION alarm
appears initially as an indication, with an acoustic signal which can be switched off by means of the
BUZZER setting (see page 279). If the TP WPT APPROACHING alarm was not acknowledged, the
TP WOP EXECUTION alarm appears together with an intensive acoustic signal.
If the alarm is not acknowledged within 30 seconds, an intensive acoustic signal is generated even
if the TP WPT APPROACHING alarm was acknowledged beforehand.
At the same time, the TRACKPILOT Alarm signal is generated for the
purposes of triggering an external alarm; see page 316.
☞ If the manoeuvre period from one wheel-over point to the following one is less than 30 seconds,
the TP WOP EXECUTION alarm of the second wheel-over point does not appear until after the
first wheel-over point has been passed.
TP WPT APPROACHING
The WOP of the TO-waypoint will be reached in XX seconds.
XX = advance warning time which, according to Section 24.3, has been entered for the occurrence
of this alarm.
The distance and the time to go to the WOP are displayed in the TRACK DATA display.
If the TRACKPILOT is being operated in Track mode, it performs the same check and, if necessary,
reports the alarm TP TRACK LIMIT. In order to avoid a double report, the output of the alarm
TRACK LIMIT EXCEEDED is suppressed in this case.
Remedy: Increase the track limit (if the nautical situation allows this) or deactivate the track alarms
on the TRACKPILOT Master - see page 137.
TRACKPILOT FAILURE
a) For systems with one TRACKPILOT
The communication between the radar indicator and the TRACKPILOT has failed.
WARNING:
When this alarm appears, a switch-over to manual steering must be
performed immediately.
If the Anchor Control mode was activated, the TRACKPILOT must be
disconnected from the thrusters (by deactivating the Anchor Control
mode, if necessary by external operating).
☞ Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the TRACKPILOT Data display.
Remedy (after the switch-over to manual steering has taken place):
- Check system fault alarms.
- Restart the TRACKPILOT program. (see page 253)
- Restart the TRACKPILOT (see page 254)
- Check the TRACKPILOT electronics unit, the TRACKPILOT interface and their power supply.
b) For systems with two TRACKPILOTs, a TRACKPILOT is connected to the steering gear
The communication between the radar indicator and the activated TRACKPILOT has failed.
WARNING:
When this alarm appears, a switch-over to manual steering or to the
other TRACKPILOT must be performed immediately.
Special Feature: Through the acknowledgement, the other TRACKPILOT is selected (see page
207) but not activated.
Remedy:
- Check system fault alarms.
- Activate the other TRACKPILOT.
- Restart the TRACKPILOT which has generated the alarm. (see page 254)
- Check the TRACKPILOT electronics unit and the TRACKPILOT interface of the TRACKPILOT
which has generated the alarm.
c) For systems with two TRACKPILOTs, no TRACKPILOT is connected to the steering gear
The communication between the radar indicator and both TRACKPILOTs has failed.
WARNING:
If the Anchor Control mode was activated, the TRACKPILOT must be
disconnected from the thrusters (by deactivating the Anchor Control
mode, if necessary by external operating).
☞ Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the TRACKPILOT Data display.
Remedy:
- Restart both TRACKPILOTs (see page 254)
- Check both TRACKPILOT electronics unit, both TRACKPILOT interface and their power supply.
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 124:
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 or TRACKPILOT 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 state-
ment 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,
- SPEEDPILOT FAILURE,
- TRACKPILOT FAILURE,
- 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) 1):
- 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,
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.
TRACKPILOT Alarm 1)
The TRACKPILOT interface outputs this signal if
- the TP GYRO FAULT alarm appeared 30s ago and this alarm has not been acknowledged
- in TRACK MODE the TP CHANGE POSITION SENSOR alarm appeared 1-2 minutes ago and has
not been acknowledged
- a wheel-over point was passed but the TP WOP EXECUTION alarm for this wheel-over point was
not acknowledged, or
- the TP END OF TRACK alarm appeared 30 seconds ago and this alarm was not acknowledged, or
- the TP TRACK MODE FAULT alarm appeared 30 seconds ago and this alarm was not acknowl-
edged.
In addition, at service level, it is specified which of the following reasons are to cause the output of this
signal too:
- The TP WPT APPROACHING alarm appeared 30 seconds ago and this alarm was not acknowl-
edged.
- The TP TRACK LIMIT alarm has been triggered.
- The TP COURSE LIMIT alarm has been triggered.
- The TP HEADING LIMIT alarm has been triggered.
At service level, the signal output can be set for the TP TRACK LIMIT, TP COURSE LIMIT and TP
HEADING LIMIT alarms in such a way that it takes place after a delay of 30 seconds.
The TRACKPILOT Alarm signal disappears as soon as the cause of the alarm is remedied or the alarm
that triggered the TRACKPILOT Alarm signal has been acknowledged.
At service level, it is possible to define that the TP BACKUP NAVIGATOR ALARM alarm appears at the
TRACKPILOT Master as soon as the TRACKPILOT Alarm signal is triggered. With this setting, the
TRACKPILOT Alarm signal remains active until the reason for the TP Alarm is no longer valid and TP
BACKUP NAVIGATOR ALARM alarm is also acknowledged.
SPEEDPILOT Alarm
The TRACKPILOT electronics unit outputs this signal if
- the SP SPEED FAULT alarm has been triggered or
- the SP DEACTIVATION FAILED alarm has been triggered or
- the SP ACTIVATION FAILED alarm has been triggered or
- the SP NO MASTER alarm has not been acknowledged within 30 sec or
- the SP INTERFACE FAULT alarm has been triggered.
1)
The TRACKPILOT alarm contact is used as the track control system´s back-up navigator alarm in installations with a connection to the
Bridge Alarm Transfer system.
39.1 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:
Cleaning the Filter Pad on the Display Electronics Unit and on the TRACKPILOT Electronics Unit
If conditions are normal, this work should be done quarter-yearly. If the environment is particularly dusty,
it should be done more frequently, and if the air contains very little dust, it can be done less frequently.
1. Taking out the filter pad: It is situated on the top of the display electronics unit, and can be gripped
and pulled out by its front left-hand corner without unscrewing the covering cap.
☞ If the display electronics unit is installed in the console, the hinged cover situated below the
operating unit must first be opened.
2. Cleaning the filter pad: Cleaning can be done by washing in soapy water, or by blowing the dust
out with compressed air, or - depending on the degree of dirtiness - simply by beating the dust out.
☞ If the pad shall be changed: The ordering No. is 2175640.
3. Inserting the filter pad: When inserting the filter pad, which must have been dried (if necessary, by
jolting it thoroughly to get the water out of it), make certain that it is seated properly.
TRACKPILOT interface: Open the cover. Check that the fan is running and that there are no noises indi-
cating damaged bearings. Close the cover. Test of the Transmission Power and Receiver Sensitivity
of the Radar Transceiver
The test described in Section 40 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.
40 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 41.1
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 330 for illustration, see page 334 index card; for illustration, see page 328
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
329.
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
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 337
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.
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