142-PilotSea AM AlphaPilot MFM Install Manual 12-2-2019

AlphaPilot MFM
Installation Manual
www.alphatronmarine.com
Contents
I. Preface ............................................................................................................................................. 5
Revision History ................................................................................................................................... 6
Glossary ............................................................................................................................................... 7
Abbreviations .................................................................................................................................. 7
Definitions ..................................................................................................................................... 10
II. Safety Information......................................................................................................................... 15
III. Warranty.................................................................................................................................... 17
IV. About the manual...................................................................................................................... 19
Intended readers ............................................................................................................................... 19
Manual overview ............................................................................................................................... 19
Related documents ........................................................................................................................... 19
1 Introduction ................................................................................................................................... 20
1.1 Product description ............................................................................................................... 20
1.2 System description ................................................................................................................ 22
1.2.1 System overview............................................................................................................ 22
1.2.2 System components ...................................................................................................... 23
1.2.3 Steering modules ........................................................................................................... 24
1.2.4 Steering mode selectors ................................................................................................ 27
1.2.5 Control units .................................................................................................................. 28
1.2.6 RFU ................................................................................................................................ 32
1.2.7 Data input ...................................................................................................................... 33
1.2.8 Data output ................................................................................................................... 35
1.2.9 Communication with CAM ............................................................................................ 36
2 Installation, commissioning, and testing ....................................................................................... 37
2.1 Initial inspection .................................................................................................................... 37
2.2 Installing the system .............................................................................................................. 38
2.2.1 General installation requirements ................................................................................ 38
2.2.2 Power requirements...................................................................................................... 38
2.2.3 Grounding availability.................................................................................................... 38
2.2.4 Connecting the system .................................................................................................. 39
2.3 Commissioning and testing ................................................................................................... 43
2.3.1 Introduction ................................................................................................................... 44
2 | Introduction
2.3.2 Information gathering ................................................................................................... 50
2.3.3 Prerequisites .................................................................................................................. 50
2.3.4 Commissioning activities ............................................................................................... 50
2.4 Menu ‘Installation’ ................................................................................................................ 66
2.4.1 Submenu ‘Docktrial’ ...................................................................................................... 69
2.4.2 Submenu ‘Interface’ ...................................................................................................... 77
2.4.3 Submenu ‘Seatrail’......................................................................................................... 86
2.4.4 Submenu ‘Parameters’ .................................................................................................. 88
2.4.5 Submenu ‘Controllers ID’ ............................................................................................ 125
2.4.6 Submenu ‘Advanced’ ................................................................................................... 127
3 Troubleshooting .......................................................................................................................... 129
3.1 Alert messages .................................................................................................................... 129
3.2 Power failure ....................................................................................................................... 130
3.3 Input Data Control ............................................................................................................... 130
3.4 Steering gear / Thruster control failure .............................................................................. 131
Appendices .......................................................................................................................................... 132
Appendix A1: Specification - AlphaPilot MFM control unit............................................................. 132
Appendix A2: Specification - AlphaTrackPilot MFM control unit .................................................... 133
Appendix A3: Specification - Handwheel SR ................................................................................... 134
Appendix A4: Specification - Handwheel TR ................................................................................... 135
Appendix A5: Specification - FU Tiller (standard type) ................................................................... 136
Appendix A6: Specification - FU Tiller ROT...................................................................................... 137
Appendix A7: Specification - FU Tiller S/I ........................................................................................ 138
Appendix A8: Specification - NFU Tiller ........................................................................................... 139
Appendix A9: Specification - Mode Switch 2 Pos ............................................................................ 140
Appendix A10: Specification - Mode Switch 3 Pos .......................................................................... 141
Appendix A11: Specification - MCU Box .......................................................................................... 142
Appendix A12: Specification - MCU MS Box.................................................................................... 143
Appendix A13: Specification - ACU Box ........................................................................................... 144
Appendix A14: Specification - ACU MS Box..................................................................................... 145
Appendix B1: Mechanical drawings - AlphaPilot MFM control unit ............................................... 146
Appendix B2: Mechanical drawings - AlphaTrackPilot MFM control unit ...................................... 147
Appendix B3: Mechanical drawings - Handwheel SR ...................................................................... 148
3 | Introduction
Appendix B4: Mechanical drawings - Handwheel TR ...................................................................... 149
Appendix B5: Mechanical drawings - FU Tiller (standard type) ...................................................... 150
Appendix B6: Mechanical drawings - FU Tiller ROT ........................................................................ 151
Appendix B7: Mechanical drawings - FU Tiller S/I ........................................................................... 152
Appendix B8: Mechanical drawings - NFU Tiller ............................................................................. 153
Appendix B9: Mechanical drawings - Mode Switch 2 Pos............................................................... 154
Appendix B10: Mechanical drawings - Mode Switch 3 Pos............................................................. 155
Appendix B11: Mechanical drawing - MCU Box / ACU Box............................................................. 156
Appendix B12: Mechanical drawing - MCU MS Box / ACU MS Box ................................................ 157
Appendix B13: Mechanical drawing - RFU MD with linkage transmission...................................... 158
Appendix B14: Mechanical drawing - RFU MD with chain transmission ........................................ 159
Appendix B15: Mechanical drawing - RFU HD with linkage transmission ...................................... 160
Appendix B16: Mechanical drawing - RFU HD with chain transmission ......................................... 161
Appendix C1: Description of electrical connections - AlphaPilot MFM control unit....................... 162
Appendix C2: Description of electrical connections - AlphaTrackPilot MFM control unit .............. 163
Appendix C3: Description of electrical connections - Handwheel SR ............................................. 164
Appendix C4: Description of electrical connections - Handwheel TR ............................................. 165
Appendix C5: Description of electrical connections - FU Tiller (standard type) ............................. 166
Appendix C6: Description of electrical connections - FU Tiller ROT................................................ 167
Appendix C7: Description of electrical connections - FU Tiller S/I .................................................. 168
Appendix C8: Description of electrical connections - NFU Tiller ..................................................... 169
Appendix C9: Description of electrical connections - Mode Switch 2 Pos ...................................... 170
Appendix C10: Description of electrical connections - Mode Switch 3 Pos .................................... 171
Appendix C11: Description of electrical connections - MCU (MS) Box and ACU (MS) Box ............. 172
Appendix D1: MCU - Bottom PCB - Connections............................................................................. 177
Appendix D2: MCU - Upper PCB - Connections............................................................................... 178
Appendix D3: MCU - Bottom PCB – Jumpers, button and LED indicators ...................................... 179
Appendix D4: MCU - Upper PCB – DIP switches, buttons, jumpers, and LED indicators ................ 180
Appendix D5: Detailed description of LED indicators, buttons, jumpers & DIP switches ............... 181
Appendix E: Alphatron MFM Alerts................................................................................................. 184
Appendix F: NMEA sentences ......................................................................................................... 209
Appendix G: Commissioning checklist ............................................................................................. 223
4 | Introduction
I. Preface
The Alphatron AlphaPilot MFM system is a type approved heading control system with self-adjusting
‘Auto Tune’ algorithm, designed to fit vessels of any size, including high speed crafts.
The AlphaPilot MFM system is an autopilot manufactured by Alphatron Marine. It is a modern and
technologically advanced digital ship, or vessel control unit that is intended to reduce the operator’s
workload, increase the vessel motion eﬃciency and improve operational safety.
The Alphatron AlphaPilot MFM system is a high quality, easy to install heading control system.
• Thoroughly read this instruction manual before installation and operation of the equipment.
• We recommend keeping this manual nearby the equipment to ensure ready access to it.
5 | Introduction
Revision History
Revision Date Description Author
No.
1.0 14-06-2018 First release J. Kreeft
1.1 03-09-2018 Updated DNV 2.4 table 2.1 into DNVGL-CG-0339 Table 1. J. Kreeft
Changed DNV into DNV GL.
1.2.9: New section ‘Communication with CAM’
2.2.4.1.1: Removed author text
2.3.4.1 & 2.4.2.6: Added words about power failure
configuration
2.4.4.2.1: Clarified Loading parameter.
2.4.1: Changed ’temporary warnings’ into ‘alarms’
2.4.1: Clarified ‘Alarm timeout’
3.2: Clarification on power failure and related
configurations
Appendix E: Completely revised Appendix.
1.2 05-10-2018 Various minor textual improvements (added and corrected J. Kreeft
abbreviations, adjusted alert naming).
1.2.3: Added images
Appendix D5: Corrected ON/OFF definition for DIP switches
‘CONF’
1.3 08-10-2018 Various minor textual improvements. J. Kreeft
1.4 23-10-2018 1.1: Removed ‘additional requirements NAUT-AW J. Kreeft
notation’.
1.5 15-01-2019 Appendix A3, A4, A8, and A13: Changed the part numbers. J. Kreeft
1.6 12-02-2019 Clarified parameter Loading and Draft Delta. Clarification J. Kreeft
with regards to autotuning / comissioning. Moved Set ROT
and Rudder parameter definition to main table.
6 | Introduction
Glossary
The glossary contains a list of abbreviations and a list of definitions.
Abbreviations
Abbreviations as used in this manual are explained in the table below.
A Auto mode (a control mode identifier as shown on the AlphaPilot

MFM control unit)
AC Alternating Current
ACN Alert command
AIS Automatic Identification Systems
ALC Cyclic alert list
ALF Alert sentence
ALR Set Alarm State (a NMEA 0183 message identifier)
APM Autopilot Main
APP Autopilot Peripherals
ARC Alert command refused
AUTO Automatic (‘Heading Control mode’)
ACU Additional Control Unit
BOA Breadth overall (of the vessel)
BTW Bearing to WP
C CTS mode (a control mode identifier as shown on the AlphaPilot MFM
control unit)
CAT Category
CAM Central Alert Management
COG Course over ground
CPP Controllable Pitch Propeller
D Dodge mode (a control mode identifier as shown on the AlphaPilot
MFM control unit)
DC Direct Current
ECDIS Electronic Chart Display and Information System
ENC Electronic Navigational Charts
EEPROM Electrically Erasable Programmable Read-Only Memory (PCB)
F Follow-Up mode (a control mode identifier as shown on the
AlphaPilot MFM control unit)
FPP Fixed Pitch Propeller
FU Follow-Up
GGA Global Positioning System Fix Data (a NMEA 0183 message identifier)
GGL Geographic Position – Latitude/Longitude (a NMEA 0183 message
identifier)
GPS Global Positioning System
GSM Global System for Mobile communications
HBT Heartbeat supervision sentence
HCS Heading Control System
HDG Heading, Deviation & Variation (a NMEA 0183 message identifier)
HDM Heading, Magnetic (a NMEA 0183 message identifier)
HDT Heading from True North (a NMEA 0183 message identifier)
7 | Introduction
HMS Heading Monitor System
HTC Heading/track control command
HTD Heading /track control data
HTS Heading-To-Steer
I/O Input/Output
IEC International Electrotechnical Commission
IMO International Maritime Organization
INDEP Independent
Lat Latitude
LCD Liquid Crystal Display
LED Light Emitting diode
LOA Length overall (of the vessel)
Long Longitude
MCU Main Control Unit
MMSI Maritime Mobile Service Identity
NC Normally Closed
NFU Non-Follow-Up
NMEA National Marine Electronics Association
NO Normally Open
O FU override mode (a control mode identifier as shown on the
PCB Printed Circuit Board
POS Position
PS Port Side
R Rate of Turn mode (a control mode identifier as shown on the
AlphaPilot MFM control unit).
RAD Radius
RFU Rudder Feedback Unit
RFU HD RFU High Duty
RFU MD RFU Medium Duty
ROT Rate-Of-Turn (also a NMEA 0183 message identifier)
RPM Revolution per minute
RS Recommended Standard
RX Receiver
S Standby mode (a control mode identifier as shown on the AlphaPilot
MFM control unit)
S/I Synchronized/Independent
SB Starboard Side
SOG Speed over ground
SOLAS Safety of Life at Sea
STW Speed-Through-Water
SYNC Synchronized
T Track mode (a control mode identifier as shown on the AlphaPilot
MFM control unit)
TCS Track Control System
THS True Heading and Status (a NMEA 0183 message identifier)
TX Transmitter
8 | Introduction
V Wind vane mode (a control mode identifier as shown on the
VBW Dual Ground/Water Speed (a NMEA 0183 message identifier)
VDR Voyage Data Recorder
VHW Water Speed and Heading (a NMEA 0183 message identifier)
VTG Course Over Ground & Ground Speed (a NMEA 0183 message
identifier)
VWR Relative apparent wind speed and angle
WP Waypoint
WWNWS Worldwide Navigation Warning Service
XTD Across Track Distance
9 | Introduction
Definitions
The meaning of standard definitions as used in this manual are explained in the table below.
Alert Announcement of abnormal situations and conditions requiring

attention. Alerts are divided in four priorities: emergency alarms,
alarms, warnings and cautions:
- Emergency alarm:
Highest priority of an alert. Alarms which indicate immediate danger
to human life or to the ship and its machinery exits and require
immediate action.
- Alarm:
An alarm is a high-priority alert. Condition requiring immediate
attention and action by the bridge team, to maintain the safe
navigation of the ship.
- Warning:
Condition requiring immediate attention, but no immediate action
by the bridge team. Warnings are presented for precautionary
reasons to make the bridge team aware of changed conditions which
are not immediately hazardous, but may become so if no action is
taken
- Caution:
Lowest priority of an alert. Awareness of a condition which does not
warrant an alarm or warning condition, but still requires attention
out of the ordinary consideration of the situation or of given
information.
An alert provides information about a defined state change in

connection with information about how to announce this event in a
defined way to the system and the operator.
Alerts are separated for the alert handling into three categories of
alerts:
- Category A alerts:
Alerts for which graphical information at the task station directly
assigned to the function generating the alert is necessary, as decision
support for the evaluation of the alert-related condition.
- Category B alerts:
Alerts where no additional information for decision support is
necessary besides the information which can be presented at the
CAM-HMI.
- Category C alerts:
Alerts that cannot be acknowledged on the bridge but for which
information is required about the status and treatment of the alert,
e.g., certain alerts from the engine.
AlphaPilot MFM Alphatron brand name for the heading control system
APM Autopilot Main. Main processor which collects navigation data,
provides control algorithm calculation, mode distribution.
APP Autopilot Peripherals. Processor for steering, propulsion, thruster, and
override.
10 | Introduction
Assisted turn Manoeuvre of a ship from one straight leg to the next automatically
controlled by a pre-set radius or rate of turn but not based on the
ship's position.
Autopilot A Heading Control System.
Auxiliary steering gear The equipment other than any part of the main steering gear
necessary to steer the ship in the event of failure of the main steering
gear but not including the tiller, quadrant or components serving the
same purpose.
Baud rate Baud rate is a setting for Modbus devices, NMEA talkers, and other
devices. It is also known as symbol rate and modulation rate. The
term roughly means the speed that data is transmitted. It is a derived
value based on the number of symbols transmitted per second. Valid
values are: 1200, 2400, 4800, 9600, 19200, 38400, 57600 or 115200.
The default value for NMEA is 4800. The default value for remote I/O
devices is 19200.
BOA Breadth overall (of the vessel). Breadth is the width of the vessel at its
broadest point.
CAN-bus A bus standard designed to allow microcontrollers and devices to
communicate with each other in applications without a host
computer.
Cardinal direction The four cardinal directions or cardinal points are the directions north,
east, south, and west, commonly denoted by their initials, N, E, S, W.
East and west are at right angles to north and south, with east being
in the clockwise direction of rotation from north and west being
directly opposite east.
COG Course Over Ground (COG) is the actual direction of progress of a
vessel, between two points, with respect to the surface of the earth.
The vessel’s heading may differ from the COG because of wind, tide
and currents.
Course A vessel's course is the cardinal direction along which the vessel is to
be steered. It is to be distinguished from the vessel's heading, which is
the compass direction in which the craft's bow is pointed.
Cross track distance Perpendicular distance of the ship from the track including direction
(negative if the ship is left of the intended track)
Cross track error See ‘Cross track distance’
Cross-track limit Maximum cross track distance before an alert is activated.
Curved track Non-straight track between two straight legs.
Docktrial A testing phase of a vessel; a demonstration of the functionality of
vessel’s equipment. Usually conducted alongside prior to sea trials.
ECDIS A geographic information system used for nautical navigation that
complies with IMO regulations as an alternative to paper nautical
charts.
An ECDIS system displays the information from Electronic Navigational
Charts (ENC) or Digital Nautical Charts (DNC) and integrates position
information from position, heading and speed through water
reference systems and optionally other navigational sensors. Other
sensors which could interface with an ECDIS are radar, Navtex,
Automatic Identification Systems (AIS), and depth sounders.
11 | Introduction
ENC An Electronic Navigational Chart or ENC is an official database created
by a national hydrographic office for use with an ECDIS.
Firmware (Embedded) software inside the processors of an instrument.
Follow-Up The controller (i.e. FU Tiller or Steering wheel) allows the operator to
set an angle via command. The rudder follows the pre-set angle and
stops when this angle is reached (it then maintains that angle). FU
control requires a Control Unit and a Rudder Feedback Unit (RFU).
Heading The horizontal direction in which a ship points or heads at any instant,
expressed in angular units from a reference direction, usually from
000° at the reference direction clockwise through 360°.
Heading control Control of the ship's heading.
Heading Control System A system which enables a ship to keep a pre-set heading with
minimum operation of the ship's steering gear, within limits related to
the ship's manoeuvrability in conjunction with their sources of
heading information. The Heading Control System may work together
with a Track Control System adjusting its heading for drift.
A turn rate control or a turning-radius control for performing turns
may be provided.
The term Heading Control System (HCS) differentiates the automatic
pilot (autopilot) from systems designed to keep a ship on a pre-
determined track throughout its passage, which are termed Track
Control Systems.
Heading Monitor System This system monitors the actual heading sensor by an independent
second source.
Helm A wheel or tiller by which a ship is steered.
Helmsman A helmsman is a person who steers a ship, sailboat, other type of
maritime vessel.
Hunting gear Feedback mechanism of steering gear which repositions the floating
lever of hydraulic pump as the NFU Tiller moves to the desired
position.
IEC A non-profit, non-governmental international standards organization
that prepares and publishes International Standards for all electrical,
electronic and related technologies.
Indication Visual display of any message to the user which may be accompanied
by a low intensity acoustic signal to gain attention.
Isolated Electrical separation of two circuits. There is no current flowing
directly from one circuit to another. Electrical energy and/or
information can still be exchanged between the sections
by other means, such as by induction or by optical means (like
transformers or optocouplers).
J1939 A standard real-time network for control and diagnostic information.
It is one of three major CAN high level protocols.
Latitude and Longitude The units that represent the coordinates at geographic coordinate
system.
Leg Line between two waypoints defining the track.
LOA Length overall (of the vessel). The maximum length of a vessel's hull
measured parallel to the waterline.
12 | Introduction
Main conning position Place on the bridge with a commanding view providing the necessary
information and equipment for the conning officer to carry out his
functions.
Main steering gear The machinery, rudder actuators, steering gear power units, if any,
and ancillary equipment and the means of applying torque to the
rudder stock (e.g. tiller or quadrant) necessary for effecting
movement of the rudder for steering the ship under normal service
conditions.
Magnetic compass The Earth has a magnetic field which is approximately aligned with its
axis of rotation. A magnetic compass is a device that uses this field to
determine the cardinal directions.
Manual (steering) mode Method of controlling steering gear manually is contrast with
automatic steering control mode (course control mode). Both Follow-
Up and Non-Follow-Up modes may be considered as manual steering
mode.
MMSI A MMSI (Maritime Mobile Service Identity) is a series of nine digits
which are sent in digital form over a radio frequency channel to
uniquely identify ship stations, ship earth stations, coast stations,
coast earth stations, and group calls. These identities are formed in
such a way that the identity or part thereof can be used by telephone
and telex subscribers connected to the general telecommunications
network to call ships automatically.
Navtex Navtex (Navigational Telex) is a service for delivery of navigational and
meteorological warnings and forecasts, as well as urgent maritime
safety information to vessels.
NMEA 0183 A combined electrical and data specification for communication
between marine electronics such as echo sounder, sonars,
anemometer, gyrocompass, autopilot, GPS receivers and many other
types of instruments. It has been defined by, and is controlled by, the
National Marine Electronics Association.
Ordinal direction See ‘Intermediate direction’
Override function An intentional fast change-over from automatic to temporary manual
control.
Redundant A device that is equipped with multiple part of the same type, for
example a double power supply. This equipment will continue to
function when one of the redundant parts fail.
Radius-Of-Turn Radius of a curved track
Rate-Of-Turn The speed (or rate) at which a ship, or vessel is turning at, or can turn
at, measured in degrees per minute.
Relative bearing The direction of a target from own ship expressed as an angular
displacement from own ship's heading.
Relative course The direction of motion of a target relative to own ship's position
expressed as an angular displacement from north. It is deduced from
several measurements of target range and bearing on own ship's
radar.
Relative speed The speed of a target relative to own ship's position. It is deduced
from several measurements of target range and bearing on own ship's
radar.
13 | Introduction
Relative motion The combination of relative course and relative speed.
Rudder Feedback Unit The Rudder Feedback Unit can be used in a rudder angle indicator
system and as a part of the control loop in a steering
control system.
Sea trial A testing phase of a vessel. It is usually the last phase and takes place
on open water, and it can last from a few hours to many days.
SOLAS An international maritime treaty which requires signatory flag states
to ensure that vessels flagged by them comply with minimum safety
standards in construction, equipment, and operation.
Speed The absolute value of velocity. May either be the ship's speed through
the water, or the speed made good over the ground.
Speed Over the Ground The speed of the ship relative to the surface of the earth.
Steering gear The equipment provided on ships to turn the ship to left (Port side) or
to right (Starboard side). The steering gear works only when the ship
is in motion and, does not work when the ship is stationary.
Steering mode selector A switch provided for the selection of manual steering modes and
automatic steering devices.
Tiller A device that is used to turn the rudder, which then steers the boat.
Track Path to be followed over ground.
Track control Control of the ship's movement along a track, where corrections
made by the controller to compensate for wind, drift and other
influences, are based on the cross-track error and not only on the
bearing to the destination waypoint.
Track Control System System designed to keep a ship on a pre-determined track throughout
its passage.
Track Control systems must be interfaced with an electronic position
fixing system. SOLAS Regulation 19, 2.8.2 requires Heading Control or
Track Control Systems to be fitted to all vessels of 10000 GT and
upward. There is no requirement to fit a Track Control system to any
class of ship. Track Control Systems include the functional capabilities
of Heading Control systems.
True course The true direction of motion of a target expressed as an angular
displacement from north. It is obtained by a vector combination of
target relative motion and own ship's true motion.
True speeds The speed of a target obtained by a vector combination of target
relative motion and own ship's true motion.
True motion The combination of true course and true speed.
True bearing The direction of a target from own ship or from another target
expressed as an angular displacement from north.
Waypoint A geographic position together with its associated data.
14 | Introduction
II. Safety Information
The signal words DANGER, WARNING and CAUTION used in this manual indicate the degree of
hazard that may be encountered by the user. These words are defined as follows:
DANGER Indicates a hazardous situation which, if not avoided, will result in death
or serious injury. This signal word is limited to the most extreme
situations.
WARNING Indicates a hazardous situation which, if not avoided, could result in death
or serious injury.
CAUTION Indicates a hazardous situation which, if not avoided, could result in minor
or moderate injury.
The signal word NOTICE used in this manual indicates information considered important but not
related to injury. It is typically used to prevent damage to equipment or property.
To safely install, service, repair and operate this system, the following DANGERS, WARNINGS, and
CAUTIONS must be adhered to. Failure to comply with the precautions or with specific dangers,
warnings, and cautions elsewhere in this manual violates safety standards of design, manufacture,
and intended use of the equipment. ALPHATRON MARINE assumes no liability for the customer's
failure to comply with these requirements.
Keep away from live circuits. Otherwise, it may cause a fire, or you may
WARNING
suffer an electrical shock.
Under certain conditions, dangerous voltages may exist even with the
cable removed. To avoid injuries, always disconnect power and discharge
WARNING
circuits before touching them. Otherwise, it may cause a fire, or you may
Do not disassemble or modify the equipment. Otherwise, it may cause a

WARNING
fire, or you may suffer an electrical shock.
Do not insert or remove the power cord or operate switches with a wet
WARNING
hand. Otherwise, you may suffer an electrical shock.
15 | Introduction
Operate the equipment only at the power supply voltage of 24Vdc.
WARNING
Otherwise, it may cause a fire, or you may suffer an electrical shock.
Do not scratch, damage, modify, heat, pull, excessively bend, or heavily

WARNING load the power supply cables. Otherwise, it may cause a fire, or you may
Immediately turn off the power and disconnect the power supply cable if
the equipment is generating any smoke or odour, or is overheated.
WARNING Immediately inform your local service agent of the symptom to have it
repaired. Prolonged equipment operation under such a condition can
cause a fire or electric shock.
Do not place a vessel containing liquid on the equipment. Otherwise, it

WARNING
may cause a fire, or you may suffer an electrical shock if knocked over.
The axle of the Rudder Feedback Unit must be zeroed before the rudder
feedback unit can be operated. Damage to the rudder feedback unit, or
WARNING any of its components, can occur when the axle is not properly zeroed.
Moreover, without zeroing the axle the rudder readings can be completely
wrong and so endanger ships operation and its personnel.
The maximum angle of the Rudder Feedback Unit may not be exceeded,
since this will compromise the accuracy of the potentiometer output. If
WARNING
exceeded, the rudder readings can be wrong and so endangering ships
operation and its personnel.
When unplugging the instrument, be sure to remove the cord terminal

WARNING correctly. If the cord is pulled, the cord may get damaged resulting in a fire
or an electrical shock.
16 | Introduction
III. Warranty
To not to adversely affect the warranty, the following notices must be adhered to.
Operating personnel must not remove equipment covers. Only personnel trained
NOTICE and certified by ALPHATRON MARINE must make component replacement and
internal adjustment.
Non-compliance with the installation, operation and maintenance requirements

NOTICE
may void the warranty.
Do not disassemble or modify the equipment. Failure to observe this instruction

NOTICE
may cause equipment failure, and it will void the warranty.
The system components are sensitive to humidity, temperature fluctuations and

NOTICE aggressive substances. Store them appropriately.
If the instruments are not stored as described, it will void the warranty.
Any modification to this equipment without prior written permission from

NOTICE
ALPHATRON MARINE will void the warranty.
Installation of this product shall only be done by a certified installation company

NOTICE approved by either ALPHATRON MARINE or by an official ALPHATRON MARINE
distributor. Acting otherwise will void the warranty.
To This product must be installed in accordance with the installation methods

NOTICE
described in this manual. Acting otherwise will void the warranty.
Operate the equipment only at the power supply voltage of 24Vdc. Failure to
NOTICE
observe this instruction may cause equipment failure, and it will void the warranty.
This product contains no operator serviceable parts. Service and repair shall only be
NOTICE
carried out by personnel trained and certified by ALPHATRON MARINE.
Do not place a vessel containing liquid on the equipment. The equipment can be
NOTICE
damaged if knocked over.
17 | Introduction
Do not allow the instrument to fall or immerse into water. The equipment can be
NOTICE
damaged.
When cleaning the surface, do not use any organic solvent such as thinner or
NOTICE benzine. Otherwise, the paint and markings on the surface may get damaged. For
cleaning the surface, remove the dust and debris and wipe with a clean dry cloth.
Contact the Alphatron dealer regarding the terms of the warranty.
18 | Introduction
IV. About the manual
Intended readers
This manual is an installation manual for the AlphaPilot MFM system. The manual is intended for
installers of the system, and service personnel. Personnel installing or servicing the system must be
properly trained by Alphatron and must install the system as per the guidelines in this manual.
Manual overview
This manual has the following chapters:
• Introduction contains a description of the AlphaPilot MFM system.

• Installation, commissioning, and testing
o Initial inspection describes initial inspection the individual components.
o Installing the system explains how to mount the system components, and how to
connect the components in the system.
o Commissioning and testing contains checks required to be performed before
commissioning and testing, contains checks for verifying the physical installation,
contains guidelines for testing the installation, and contains a full description of the
menu ‘Installation’.
• Troubleshooting contains tips for solving the following potential failures or issues.
Related documents
• Alphatron Marine FU Tiller Operation Manual
• Alphatron Marine FU Tiller ROT Operation Manual
• Alphatron Marine FU Tiller S/I Operation Manual
• Alphatron Marine NFU Tiller Operation Manual
• Alphatron Marine Handwheel SR Operation Manual
• Alphatron Marine Handwheel TR Operation Manual
• Alphatron Marine Mode Switch 2 Pos Operation Manual
• Alphatron Marine Mode Switch 3 Pos Operation Manual
• Alphatron Marine AlphaPilot MFM Operation Manual
• Alphatron Marine RFU Rudder Feedback Unit MD/HD Installation and Operation Manual
Contact the Alphatron dealer for copies of the documents listed above.
19 | Introduction
1 Introduction
1.1 Product description
The AlphaPilot MFM is a type approved heading control system to fit vessels of any size, including
high speed crafts, designed and manufactured by Alphatron Marine. It is a modern, technologically
advanced digital heading control system that is intended to reduce the operator’s workload, increase
the vessel motion efficiency and improve the operational safety.
WARNING The AlphaPilot MFM system is a very useful navigational aid but DOES NOT
UNDER ANY CIRCUMSTANCES REPLACE A HUMAN NAVIGATOR.
Do not use automatic steering in the following conditions:

• In heavy traffic areas or in narrow waters
• In poor visibility or extreme sea conditions
• When in areas where the law prohibits use of autopilot
When using The AlphaPilot MFM system:

• Do not leave the helm unattended
• Do not place any magnetic material or equipment near the
heading sensor used in the AlphaPilot MFM system
• Verify at regular intervals the course and position of the vessel
• Always switch to Standby mode in due time to avoid hazardous
situations
(see SOLAS-74 (Safety of Life at Sea), chapter 5, rule 19, International

Regulations for Preventing Collisions at Sea; Navigation Rules-72, Rule 5 &
etc.)
The AlphaPilot MFM system is easy to install and has a fully self-adjusting ‘Auto Tune’ algorithm
which allows it to easily adapt the autopilot performance to the hydrodynamic parameters of any
vessel, irrespective of its displacement and dimensions. This makes it possible to use the AlphaPilot
MFM system onboard any commercial or leisure vessel with a single rudder, linked rudder,
independent rudder, thrusters or waterjets.
Compliance
The Alphatron AlphaPilot MFM system, has DNV GL type examination for the compliance with IMO
Res. A.342 (IX), IMO Res. MSC. 64(67) Annex 3, IMO Res. A694 (17). Autopilot is also compliant with
IMO Res. A.822 (19) and ISO11674 (2006) /16329 (2003) for High Speed Crafts, IEC 62288:2014
Presentation of navigation-related information on shipborne navigational displays, DNV Rules for
Classification of Ships 2014.
‘Fail-to-safety’ principle
‘Fail-to-safety’ principle is implemented in the AlphaPilot MFM system design, i.e. any failure results
in the least critical of any possible new conditions.
20 | Introduction
Heading Monitor System (HMS) functionality
The AlphaPilot MFM system has built-in ‘Heading Monitor System’ (HMS) functionality, which makes
it possible to receive and monitor the data coming from two heading data sources continuously
(gyro+gyro, gyro+magnetic compass, gyro+fluxgate etc.). Several speed sources can also be used
during operation (GPS, water-speed log or bottom tracking log).
21 | Introduction
1.2 System description
This section describes the AlphaPilot MFM system, its components, and a description of data
input/output.
1.2.1 System overview

Figure 1 shows a schematic example of a standalone AlphaPilot MFM system, the components of the
system and communication between the components.
Figure 1: Schematic system overview
The figure shows the main steering system components (e.g. FU Tiller, NFU Tiller, and Mode Switch)
for a ship with two (2) independent rudders.
The Alphatron AlphaPilot MFM is available in many configurations. All components are described in
the following sections.
22 | Introduction
1.2.2 System components
The Alphatron AlphaPilot MFM system components are:
• AlphaPilot MFM control unit

• AlphaTrackPilot MFM control unit
• Single Rudder Handwheel
• Double Rudder Handwheel
• FU Tiller
• FU Tiller ROT
• FU Tiller S/I
• NFU Tiller
• Mode Switch 2 Pos
• Mode Switch 3 Pos
• MCU Box
• MCU MS Box
• ACU Box
• ACU MS Box
• RFU
Note that some components may not be part of the system, depending on the system configuration.
Refer to the project specifications and installation drawings for the details.
23 | Introduction
1.2.3 Steering modules
The following steering modules are available:
AlphaPilot and AlphaTrackPilot MFM control unit

Typically, one AlphaPilot MFM module is installed (in the Alphatron AlphaPilot MFM heading
control system) by default. Up to 16 modules can be installed.
There are 2 versions of the module, namely the AlphaPilot MFM control unit, and the
AlphaTrackPilot MFM control unit.
For more information, refer to Alphatron AlphaPilot MFM Operation Manual and Alphatron
AlphaTrackPilot MFM Operation Manual.
Figure 2: AlphaPilot MFM
Handwheels
Two versions of the Handwheel are available, namely the Handwheel SR, and the Handwheel
TR.
For more information on operation, refer to the Alphatron Marine Handwheel SR Operation
Manual and Alphatron Marine Handwheel TR Operation Manual.
Figure 3: Handwheel SR (left) & Handwheel TR (right)
24 | Introduction
Tillers
FU Tillers
Three versions of the FU (Follow-Up) Tiller are available, namely the FU Tiller (standard type)
module, the FU Tiller ROT (Rate-Of-Turn) module and the FU Tiller S/I
(Synchronized/Independent) module.
Figure 4: Left to right: FU Tiller (standard type), FU Tiller ROT, and FU Tiller S/I
NFU Tiller
One NFU Tiller is available.
Figure 5: NFU Tiller
25 | Introduction
All Tillers modules have an aluminium base, a PCB installed at the back, and a splash-proof film
coating on the front.
For more information on operation, refer to FU Tiller Operation Manual, FU Tiller ROT Operation
Manual, FU Tiller S/I Operation Manual and NFU Tiller Operation Manual. For specifications, see
Appendices A.
For specifications, see Appendix A1: Specification - AlphaPilot MFM control unit, Appendix A2:
Specification - AlphaTrackPilot MFM control unit, Appendix A3: Specification - Handwheel SR,
Appendix A4: Specification - Handwheel TR, Appendix A5: Specification - FU Tiller (standard type),
Appendix A6: Specification - FU Tiller ROT, Appendix A7: Specification - FU Tiller S/I, and Appendix
A8: Specification - NFU Tiller.
Note that one of these modules may not be installed, depending on the system configuration. Refer
to the project specifications and installation drawings for the details.
26 | Introduction
1.2.4 Steering mode selectors
Two (2) steering mode selector modules are available, namely the Mode Switch 2 Pos module and
the Mode Switch 3 Pos module.
Figure 6: Mode Switch 2 Pos (left) & Mode Switch 3 Pos (right)
Very simple configurations only have 1x NFU Tiller, 1x FU Tiller and 1x AlphaPilot MFM. For this
configuration, the Mode Switch 3 Pos module is used to select the steering module. This is also called
‘local selection of steering mode’.
For other configurations (e.g. a vessel with multiple steering positions), a Mode Switch 2 Pos module
is used and take-over procedures are applicable. This is also called ‘remote selection of steering
mode’.
Both Mode Switches have an aluminium base, a PCB installed at the back, and a splash-proof film
coating on the front. Both steering mode selector modules are available in grey and black.
For more information on operation, refer to Mode Switch 2 Pos Operation Manual, and Mode Switch
3 Pos Operation Manual. For specifications, see Appendix A9: Specification - Mode Switch 2 Pos and
Appendix A10: Specification - Mode Switch 3 Pos.
27 | Introduction
1.2.5 Control units
1.2.5.1 MCU (MS) Box
The MCU (Main Control Unit) Box is a compact size main control unit which interconnects AlphaPilot
MFM system components and ships components.
There are two (2) versions of the MCU Box, namely the MCU Box and the MCU MS (Main Steering)
Box.
• An MCU Box is installed when the AlphaPilot MFM system is integrated with the ships
existing main steering system.
• An MCU MS Box is installed when the AlphaPilot MFM system is installed as a complete and
standalone system (including the main steering system components (e.g. FU Tiller, NFU Tiller,
and Mode Switch)).
1.2.5.1.1 MCU Box

The MCU Box connects to the AlphaPilot MFM system components and ships components (e.g. to
navigational sensors for data, to the alert system for feedback, and to the steering gear).
The MCU Box contains a PCB which has 3 processors; main processor, steering processor, and
thruster processor.
Figure 7: MCU Box
For its specification, see Appendix A11: Specification - MCU Box.
28 | Introduction
1.2.5.1.2 MCU MS Box
The MCU MS Box connects to the AlphaPilot MFM system components and vessel’s components, and
to main steering system components (e.g. FU Tiller, NFU Tiller, and Mode Switch).
The MCU MS Box can be connected to an ACU (Additional Control Unit) MS Box, which is required for
vessels with two (2) independent rudders.
Figure 8: MCU MS Box
For its specification, see Appendix A12: Specification - MCU MS Box.
29 | Introduction
1.2.5.2 ACU (MS) Box
The ACU (Additional Control Unit) Box is a compact size control unit used for vessels with two (2)
independent rudders.
There are two (2) versions of the ACU Box, namely the ACU Box and the ACU MS Box.
• An ACU Box is installed when the AlphaPilot MFM system is integrated with the vessels
existing main steering system (for vessels with two (2) independent rudders).
• An ACU MS Box is installed when the AlphaPilot MFM system is installed as a complete and
standalone system (including the main steering system components (e.g. FU Tiller, NFU Tiller,
and Mode Switch)) on vessels with two (2) independent rudders.
1.2.5.2.1 ACU Box

The ACU Box connects to the MCU Box and the steering gear.
Note that the connection to the AlphaPilot MFM and vessels components (e.g. to navigational
sensors for data, to the alert system for feedback, and to steering gear of the other rudder) is made
to the MCU Box.
The use of an ACU Box is very rare!
The ACU Box cannot be used for systems where valve control is required in a system with two (2) sets
of valves per rudder, for vessels with two (2) independent rudders, simply as the ACU Box has not
enough output signals for valve control. In this case, an ACU MS Box is to be used.
The ACU Box can be used for systems where direct valve control is not required in a system with two
(2) independent rudders. 2-10mA signals can be used for valve control.
The ACU Box is never connected to an MCU MS Box. The MCU MS Box is installed when the
AlphaPilot MFM system is installed as a complete and standalone system, including the main steering
system components. Having main steering components for only one (1) rudder makes no sense (e.g.
NFU Tiller is required).
Figure 9: ACU Box
For its specification, see Appendix A13: Specification - ACU Box.
30 | Introduction
1.2.5.2.2 ACU MS Box
The ACU MS Box connects to the MCU MS Box, the steering gear, and to main steering system
components (e.g. FU Tiller, NFU Tiller, and Mode Switch).
Note that the connection to the AlphaPilot MFM and vessels components (e.g. to navigational
sensors for data, to the alert system for feedback, and to steering gear of the other rudder) is made
to the MCU MS Box.
The ACU MS Box is typically used for systems where valve control is required in a system with two (2)
sets of valves per rudder, for vessels with two (2) independent rudders.
The ACU MS Box is never connected to an MCU Box. The ACU MS Box is installed when the AlphaPilot
MFM system is installed as a complete and standalone system, including the main steering system
components. Having main steering components for only one (1) rudder makes no sense (e.g. NFU
Tiller is required).
Figure 10: ACU MS Box
For its specification, see Appendix A14: Specification - ACU MS Box.
31 | Introduction
1.2.6 RFU
An RFU (Rudder Feedback Unit) is required in case of direct control of solenoid or proportional
valves. An RFU gives a continuous reading of the rudder angle. The reading is used in the control loop
in the heading control system.
NOTE: Signals of 0 Volt or 0 mA are not recommended (use at least ~1 Volt or ~4 mA).
The RFU can be mechanically coupled to the rudder post via a Chain Transmission or a Linkage
Transmission.
Alphatron Marine can deliver two (2) versions of the RFU, namely the RFU MD (Medium Duty) and
the RFU HD (High Duty).
Figure 11: Example, RFU HD coupled to the rudder post via a Chain Transmission
Figure 12: Example, RFU MD coupled to the rudder post via Linkage Transmission
For more information, see the Alphatron Marine RFU Rudder Feedback Unit MD/HD Installation and
Operation Manual.
32 | Introduction
1.2.7 Data input
The AlphaPilot MFM system can receive data from external instruments and equipment:
• Heading data
• Rate-Of-Turn data
• Speed-Through-Water data
• Speed-Over-Ground data
• Relative Wind angle data
• Data from TCS
• Data from RFU
1.2.7.1 Heading data from compass

The AlphaPilot MFM system receives heading data from Gyrocompass/Satellite compass (NMEA
0183: HDT, THS messages) or magnetic compass (NMEA 0183: HDG, HDM messages). A gyrocompass
is recommended. The data update frequency shall be at least 10Hz (100ms).
1.2.7.2 Rate-Of-Turn data

The AlphaPilot MFM system receives Rate-Of-Turn data from a Gyrocompass or ROT sensor (NMEA
0183: ROT messages).
1.2.7.3 Speed-Through-Water data

Vessel relative speed (Speed-Through-Water) is used to adjust parameters to control the vessel in
some autopilot control modes. Vessel relative speed can be received via serial port (NMEA 0183:
VHW or VBW messages).
1.2.7.4 Speed-Over-Ground data from GPS

Speed-Over-Ground data can be used in Autopilot control modes instead of Speed-Through-Water
data. Position and Speed data are provided by GGA, GLL messages (NMEA 0183). Speed-Over-Ground
is obtained from incoming VTG messages or calculated from GGA or GLL messages (NMEA 0183). GPS
sensor is compulsory for operation in CTS pilot (C) control mode and Track (T) control mode. ZDA
messages used for time stamp in messages for BAM.
1.2.7.5 Relative Wind angle data

Relative Wind angle (directly from anemometer or calculated by incoming True Wind data) is used in
Wind vane (V) control mode for sailing yachts only. Relative Wind direction and speed can be
received via serial port (VWR or MWV messages). True Wind direction and speed can be received via
serial port (MWV or MWD messages).
1.2.7.6 Data from TCS

Autopilot operates as a part of TCS Category C. Autopilot receives commanded Heading-To-Steer and
commanded Rate-Of-Turn from TCS and takes them as a pre-set heading and pre-set rate of turn
(HTC or HSC messages).
NOTE: This functionality is not compliant to the SOLAS convention before approved as part of a Track
Control System.
33 | Introduction
1.2.7.7 Data from RFU
The AlphaPilot MFM system can be connected to an RFU with analog output. RFU type is specified at
the time of installation on the vessel. An RFU is required in case of direct control of solenoid or
proportional valves.
NOTE: Signals of 0 Volt or 0 mA are not recommended (use at least ~1 Volt or ~4 mA).
34 | Introduction
1.2.8 Data output
The AlphaPilot MFM system outputs NMEA sentences (ports ‘ECDIS OUT’, ‘VDR OUT’ and ‘NMEA
OUT’) according to IEC 61162-1 ‘Maritime navigation and radio communication equipment and
system – Digital Interfaces – Part 1: Single talker and multiple listeners’ (Edition 4.0, 2010-11).
NMEA 0183 Description Transmission interval

message
identifier
ALR Set alarm state By Event: Alert is
activated, acknowledged,
or disabled in the system
ALA Report detailed alarm condition during normal operation
(e.g. when a change in
Alert status field occurs.
HTD Heading/track control data
RSA Rudder sensor angle
ROR Rudder order status
Heading monitor set (AlphaPilot MFM operates as the 1sec or 10sec (see
HMS
HMS for other systems) Installation manual)
Heading monitor receive (AlphaPilot MFM operates as
HMR
the HMS for other systems)
HTD Heading/track control data
Table 1: AlphaPilot MFM output messages
NOTE: Alert is activated, acknowledged or disabled in the system during normal operation (i.e. when
a change in Alert status field occurs).
NOTE: ‘AG’ is the Talker identifier for the following output messages – HTD, RSA, ROR, ALR, ALA, HMS
and HMR in all modes except TRACK.
NOTE: ‘TC’ is the Talker identifier for the following output messages – HTD, RSA, ROR, ALR, ALA, HMS
and HMR in TRACK mode.
NOTE: Original Talker identifier is applied for retransmission of the incoming HDT messages from the
Master compass. Normally, Talker should be HE in case of Gyro (north seeking) compass.
NOTE: ‘$xxALR’ and ‘$xxALA’ messages are transmitted from the output ports (‘ECDIS OUT’/’VDR’
/’NMEA OUT’) with their hardcoded IDs.
35 | Introduction
1.2.9 Communication with CAM
Communication, input/output NMEA sentences (ports ‘ECDIS OUT’, ‘VDR OUT’ and ‘NMEA OUT’),
with CAM is based on IEC 62288:2014 and IEC 61924-2.
The HBT, ALF, ALC, ACN and ARC sentences are recommended alert communication sentences with
CAM.
NOTE: CAM system should be used to initiate the mandatory HCS power failure alarm upon loss of
contact with the HCS. If this setup is not possible, then a separate alert device must be connected to
a relay output as explained in section ‘Initial setup and docktrial’ on page 51.
NMEA 0183 Description

message
identifier
Used to supervise operation of interfaces in both directions. Transition cyclically at
HBT
every 30 s.
Used to report an alert condition and the alert state of a device. An ALF message
ALF will be published for an alert each time the alert information in this sentence
changes.
ALC Provides condensed ALF sentence information. Published cyclically at every 30 s.
Used for acknowledge, silence, responsibility transfer and to request repeat of
ACN alert details in case the reception process has detected, based on ALC, that ALF
has been missed.
Used for which it is illegal to accept acknowledge or responsibility transfer, e.g.
ARC not enough information for decision support available or the source of
acknowledgement is not acceptable
NOTE: ‘AG’ is the Talker identifier for the following output messages – HBT, ALC, ACN, ALF, and ARC
in all modes except TRACK.
NOTE: ‘TC’ is the Talker identifier for the following output messages – HBT, ALC, ACN, ALF, and ARC in
TRACK mode.
36 | Introduction
2 Installation, commissioning, and testing
The Alphatron AlphaPilot MFM system is easy to install and maintain on the vessel. However, it is a
sophisticated electronic system, whose performance might be affected by sea conditions, hull shape
and size, vessel speed.
The AlphaPilot MFM control unit should be installed in the wheelhouse. Tillers can be installed on the
wings (indoor installation by default).
This chapter describes the installation of the AlphaPilot MFM system.
2.1 Initial inspection

Each component shall be inspected before installation as described in this section.
Inspect the shipping cartons - of each component - immediately upon receipt for evidence of damage
during the transport. If the shipping carton is severely damaged or water stained, request the
carrier's agent to be present when opening the carton. Save the carton and packing material for
future use.
CAUTION To avoid hazardous electric shock, do not perform electrical tests if there
is any sign of shipping damage to the outer cover.
Check that the contents of the shipment are as listed in the enclosed packing list. If the contents are
incomplete, if there is mechanical damage or defect, or if the system components do not work
properly, notify your dealer.
After you unpack the system do as follows:
• Inspect each component thoroughly for hidden damaged or loose components or fittings.
• Inspect the cable harness for stress, loose or broken wires, and broken cable ties.
• Examine all the components for loose or missing hardware.
• Fasten any loose hardware.
37 | Installation, commissioning, and testing

2.2 Installing the system
CAUTION To This product must be installed in accordance with the installation

methods described in this manual. Acting otherwise will void the
warranty.
The AlphaPilot MFM system is integrated with the vessels existing installation or it is installed as a
complete and standalone system. Refer to the project specifications and installation drawings for the
details.
Mechanical installation of AlphaPilot MFM components is described in this manual. Mechanical

installation of a Rudder Feedback Unit is described in the Alphatron Marine RFU Rudder Feedback
Unit MD/HD Installation and Operation Manual.
For information on cables and wiring of the system, see section ‘Connecting the system’. For
information, on how-to configure the system, see section ‘Commissioning & Testing’.
2.2.1 General installation requirements

All components in the system must be placed indoors! For information on environmental
requirements to the component, refer to the technical specifications.
2.2.2 Power requirements

The AlphaPilot MFM system operates on 24Vdc (nominal value).
2.2.3 Grounding availability

Use a suitable location for connecting the components to ship ground (hull). The MCU (MS) Box has a
grounding bolt. Connect the grounding bolt to the ship’s ground with a low impedance connection.
Grounding aims to reduce emissions or divert EMI.
CAUTION Propagation and reception of electromagnetic energy may cause

unwanted effects such as electromagnetic interference (EMI) or even
physical damage in operational equipment.

2.2.4 Connecting the system
Electrical installation of the components shall be performed according to the project specifications
and installation drawings (cable diagrams and connection diagrams).
Note that cables are typically installed, finished, and connected by an electrical subcontractor.
2.2.4.1 Short description of connections

For a more detailed description of the connections, refer to Appendices C.
2.2.4.1.1 Mode Switch

The Mode Switch is hardwired to the MCU Box (and in case of 2 rudders, also to the ACU Box). Status
indication on the Mode Switch is received via the CAN bus.
2.2.4.1.2 NFU
An NFU Tiller can control 2 sets of steering gear valves of 1 rudder. In case of 2 rudders, 2 NFU tillers
are needed.
The NFU Tiller is hardwired to the MCU Box (and in case of 2 rudders, also to the ACU Box). Status
indication on the Mode Switch is received via the CAN bus.
2.2.4.1.3 CAN for dimming

Central dimming is done via a dedicated CAN-bus. \Note that port 2 on the modules (e.g. Tillers,
Mode Switch) is always for dimming.
CAN (AP) and CAN (MS)
The MCU (MS) Box and ACU (MS) Box have 2 CAN-busses; CAN (AP) and CAN (MS). CAN (AP) is the
CAN-bus for autopilot. CAN (MS) is the CAN-bus for main steering.
- The FU ROT Tiller (if applicable) is typically connected to CAN (AP).

- The Mode Switch is always connected to CAN (AP).
- Other Tillers can be connected to CAN (AP) and CAN (MS). Refer to the project specifications
and installation drawings (cable diagrams and connection diagrams).
Port 1 on the MCU (MS) Box and ACU (MS) Box is always CAN (AP).
Port 2 on the MCU (MS) Box and ACU (MS) Box is always CAN (MS).
Note that port 2 on the modules (e.g. Tillers, Mode Switch) is always for dimming! Port 1 can thus be
connected to CAN (AP) or CAN (MS). Always consult the project specifications and installation
drawings (cable diagrams and connection diagrams)!

2.2.4.2 Cables
The following cables are for connections from/to the AlphaPilot MFM control unit, FU Tillers, NFU
Tiller, Mode Switch, MCU (MS) Box:
- Shielded communication cables

- Shielded power cables
Figure 13: MCU Box – Opened (left) and MCU MS Box – Opened (right)
2.2.4.3 Cable termination

2.2.4.3.1 Shielded communication cables
Cable preparation and cable connections as described in this manual are essential for the correct
functioning of the instrument.
Note that there are two types of cable sides (connections): sending cable sides and receiving cable
sides. Normally, the cable shield will be grounded only at the sending side of the cable. For a power
cable, this is the power supply side. For a data cable, this is the TX side of the cable. For combined
TX/RX cables, either side can be grounded, but beware of grounding only one side.
2.2.4.3.1.1 Sending Sides

1. Remove approx. 80 mm of the plastic cable sheath, including the grounding shield.
2. Cut away approx. half of the length of the now visible cable shield and fold the remaining
shield back over the cable sheath.
3. Wrap insulating tape over half of the visible grounding shield.
4. Finish the cable ends with standard pre-insulated crewel tube connectors.
5. Attach the remaining visible grounding shield to the metal saddle on the rear of the
instrument.
Always check the drawing for the correct shielding of signals!

Figure 14: Cable Preparation Sending Cable Sides
2.2.4.3.1.2 Receiving Sides

1. Remove approx. 80 mm of the plastic cable sheath, including the grounding shield.
2. Wrap insulating tape over the cable end.
3. Finish the cable ends with standard pre-insulated crewel tube connectors.
4. Attach the isolated cable end to the metal saddle on the rear of the instrument.
Always check the drawing for the correct shielding of signals!
Figure 15: Cable Preparation Receiving Cable Sides

2.2.4.3.2 CAN termination
The CAN network shall be properly terminated from both sides. Termination should be performed by
120 Ohm resistors at the ends of CAN network (refer to the connection drawings).
2.2.4.4 Grounding Instrument

To function properly, the system must be grounded to the ship’s mass. For this purpose, the
Alphatron MCU (MS) and ACU (MS) Boxes have a grounding bolt. Connect the grounding bolt to the
ship’s mass with a low impedance connection.
Figure 16: Example, Grounding Bolt
The grounding strap must be as short as possible. If wire is used, use a minimum of 2.5 mm2 copper
wire. Always check the drawing for the correct shielding of signals.

2.3 Commissioning and testing
This section provides the information required for commissioning and testing of the AlphaPilot MFM
system. Commissioning and testing include setting and calibration of various parameters, and
functional checks of the equipment.
This section has the following subsections:
• Introduction contains a general description of the turning mechanism and autopilot system,
AlphaPilot MFM steering gear and sensor interfaces, responsible party per component, an
autotuning.
• Information gathering contains a description of the information required before starting
with commissioning and testing.
• Prerequisites contains a description of the prerequisites.
• Commissioning activities contains a description of the commissioning and testing activities.

2.3.1 Introduction
2.3.1.1 General description of turning mechanism and autopilot system
Rudders are the principal system for the entire motion and control of the ships. The entire rudder
action is dependent on another pivotal system called the ‘steering gear’.
Steering gear integrated with the ‘rudder system’ defines the complete ‘turning mechanism’
mandatory for every vessel irrespective of size, type, and operation.
2.3.1.1.1 Rudder system

The rudder system consists of the following:
• Rudder actuators
• Power units
• Other auxiliary equipment needed to apply turn the rudder by applying torque
• Hydraulic pumps and valves
In hydraulic and electro-hydraulic systems, hydraulic pressure is developed by hydraulic pumps which
are mainly driven by electric motors (electro-hydraulic systems) or sometimes through purely
mechanical means (hydraulic systems). However, mainly advanced electro-hydraulic systems are
predominant in vessels nowadays.
2.3.1.1.2 Steering gear

Main steering gear is the machinery, rudder actuators, steering gear power units, if any, and ancillary
equipment and the means of applying torque to the rudder stock (e.g. tiller or quadrant) necessary
for effecting movement of the rudder for steering the vessel under normal service conditions.
Auxiliary steering gear is the equipment other than any part of the main steering gear necessary to
steer the vessel in the event of failure of the main steering gear but not including the tiller, quadrant
or components serving the same purpose.
2.3.1.1.2.1 Steering mode selector

The steering mode selector is a switch provided for the selection of manual steering devices and
automatic steering devices.
2.3.1.1.2.2 Modes of steering

There are two (2) modes of steering:
- Non-Follow-Up (NFU) steering mode (henceforth ‘NFU mode’)

- Follow-Up (FU) steering mode (henceforth ‘FU mode’)

Steering
Emergency procedure
Normal steering procedure
(from steering gear compartment)
NFU mode FU mode
Modes of steering
FU Tiller or
NFU Tiller Autopilot
Steering wheel
Figure 17: Modes of steering gear
Note that ‘Autopilot’ is utilizing FU mode of steering.
2.3.1.1.2.2.1 NFU mode

The NFU Tiller allows the operator the most direct control of the steering gear pump oil flow into the
steering actuators.
Operating the NFU Tiller or switch causes the rudder to move left or right (resp. port or starboard) in
a desired direction but not to a specific angle. For as long as the control is held in the left or right
position or the rudder limits are reached.
On releasing the NFU Tiller the rudder remains stationary, holding position until the NFU Tiller is
again operated or the mode of steering is changed. The NFU Tiller does not have any markings, so
setting the rudder angle to the desired position is achieved by the helmsman observing the rudder
angle indicator and operating the NFU control left or right.
To move the rudder to 0°, the NFU Tiller must be moved to the opposite direction of the initial
movement and kept moved till the rudder is at 0°. NFU mode is the cost-effective and safest means
of steering control, but not very comfortable.

2.3.1.1.2.2.2 FU mode
The controller (i.e. FU Tiller or Steering wheel) allows the operator to set an angle via command. The
rudder follows the pre-set angle and stops when this angle is reached (it then maintains that angle).
FU control requires a Control Unit and a Rudder Feedback Unit (RFU).
The rudder remains stationary, holding position until the controller is again operated, or the mode of
steering is changed. The controller has a marking to indicate the 0° position. To move the rudder to
0°, the controller must be moved to the 0° position. FU steering is more comfortable/user-friendly
than NFU.
2.3.1.1.3 Autopilot system

An autopilot system is considered as one of the most advanced and technically sophisticated
navigational equipment tools on vessels. The autopilot is synchronized with the gyro compass to
steer manually input courses, with reference to the gyro heading, by controlling the steering gear to
turn the rudder in the required manner.
To prevent the helmsman suffering from fatigue, ships of 10,000gt and above are required to be
fitted with an autopilot (Solas Chapter V, annex 18). There is no requirement to fit a Track Control
System to any class of ship.
Autopilots, or heading control systems as they are commonly referred to, are also common on
smaller vessels where its installation is not mandatory, but simply desired because of the benefits.
If the system is to make turns it should be connected to a suitable source of speed information and
be able to perform turns, within the turning capability of the ship, based either on a pre-set turning
radius or a pre-set rate of turn.
Modern auto-pilot systems are capable of synchronizing with the ECDIS. These ECDIS-connected
autopilot systems are now capable of more than just maintaining the vessel on a pre-set heading
with minimum operation of the ship’s steering gear. Being connected to the gyro compass and GPS
as well as the ECDIS, an autopilot can now be part of a TCS. A TCS cuts out the need of manual course
changes and alterations as the system will follow the courses and making turns and following a pre-
determined as per the voyage plan. Although this mode is available on most Auto Pilots, for IMO
vessels the auto pilot must be approved for TCS.
Some vessels are fitted with remote stations (e.g. bridge wings) to which control can be delegated. It
is a requirement that the master station should have a means to regain control at any time.
Autopilot should not be used in high traffic areas and it is essential to keep a lookout whenever it is
in use for obvious reasons (SOLAS Chapter V, Regulations 24).

2.3.1.2 Interfaces
2.3.1.2.1 Steering gear interfaces
The AlphaPilot MFM system operates with different steering system / steering gear interfaces:
• Solenoid valves control (also called ‘On/Off’ or ‘Bang-Bang’), 24Vdc external power supply
and 3A load current
• Proportional control. The autopilot provides analog signals: 0...10 V, ±10V or 4...20mA to
control proportional valves via its amplifier
• Proportional rudder control via Follow-Up Steering Control System. The autopilot provides
analog signals: 0...10 V, ±10V or 4...20mA control signal to an existing Follow-Up Steering
Control System. Shipyard or Customer must indicate type of steering gear interface.
2.3.1.2.2 Sensor interfaces

• GPS
D-GPS sensor is compulsory for some Autopilot control modes. Speed-Over-Ground data can
be used for the heading regulator in Autopilot control modes instead of Speed-Through-
Water data from the Log sensor. Position data is provided from incoming GGA or GLL
messages. Speed-Over-Ground can be also obtained from incoming VTG messages or
calculated from GGA or GLL messages. ZDA messages for correct time information in
messages for BAMS (if connected).
NOTE: Compass and D-GPS receiver are a minimum requirement for operation in Autopilot
control modes. Some heading control modes require other sensors; these are described in
the AlphaPilot MFM Operating Manual.
• Compass
The autopilot receives heading data from Gyrocompass/satellite compass (NMEA: HDT,
THS messages) or magnetic compass (NMEA: HDG, HDM messages). Gyrocompass is
recommended. Data update frequency of the heading of at least 10Hz (100ms).
Autopilot control modes cannot be activated without valid heading data.
• Second gyro or magnetic compass
• Water speed log
Ship relative speed (Speed-Through-Water) is used to adjust a heading regulator to control
vessel in the autopilot control modes. Vessel relative speed can be received via serial port
(VHW or VBW messages).
• VDR
• ECDIS/ECS

2.3.1.3 Autopilot tuning
When the boat turns off course or the reference course is changed, the autopilot should apply helm
in a way which brings the boat back to course fast, but without overshooting the reference course.
The correct rudder angle depends on the amount of the error, the speed of the boat, its size, and the
effectiveness of its rudder. To customize the autopilot and adopt it to the surroundings, control
settings need to be tuned.
The most important of these settings are sensitivity and rudder factor. they are explained below:
2.3.1.3.1 Sensitivity (yaw, weather etc.)

The main task of an autopilot is to lock the heading of the boat to a predefined reference course. This
is the course the boat has when you activate auto mode. In the auto mode, the autopilot constantly
compares the boats true heading given by the gyro compass with the desired reference course in the
same way that any control system does.
Figure 18: Autopilot sensitivity
If there is deviation, the autopilot applies power to the steering system and the rudder turns the boat
and get it back on track. The rudder angle is feed back to the system.
To explain in some more technical detail; a differential amplifier, a type of electronic circuit which
measures differences between two input voltages, will constantly try to keep both levels similar. This
is done by measuring an input level and sending an output level.
If the vessel sails off course, the control unit will send a signal to the steering system and this is
measured by the rudder feedback unit. The steering system is activated until the output level of the
rudder feedback unit reached zero difference in the differential amplifier between input and output
level.
There is a trade-off between the accuracy of holding the reference course and the activity of the
rudder movements. The more accurate you want to hold the course the more the drive unit must
work.

Changing the Sensitivity parameter lets the user calibrate and fine-tune the autopilot to a balance
between these two factors and adapt to changing circumstances during cruising such as changing
weather conditions, heavy weight etc.
The sensitivity control governs the sensitivity and is used to determine the amount of “wander” in
the boat steering (see Figure 18 on page 48):
• a high value for the sensitivity will allow the vessel to drift off course before correcting (on
left side of Figure 18)
• a low value for sensitivity will attempt to keep the vessel more precisely on course (on right
side of Figure 18)
Lower numbers are most sensitive and will give a straighter course steered. However, is must not set
too low, so that the system of the steering motor continuously “hunting” from side to side. If the
steering equipment is continually working or “hunting”, it will cause premature wear on the system
and, in severe cases, may cause malfunction.
The minimum setting depends upon the amount of slack in your steering, vibration around the
rudder feedback mounting position, characteristics of the steering drive system and the weather
conditions. This means that an engineer needs to have knowledge and experience to make a good
setup of the system during seatrials.
2.3.1.3.2 Rudder factor

The rudder factor is a tool to adapt the autopilot to the steering system of the vessel. Depending on
the rudder size etc. the amount of force needed to turn the boat can be adjusted using this
parameter if you like.
This function makes it possible to tune the amplifier to the rudder angle and how many degrees of
helm that are applied for a given course error. In large or slow boats, it would be more and in light,
fast boats it may be less.
Figure 19: Rudder factor
Setting the rudder factor too high causes oversteering. Setting the rudder factor too low causes
under-steer and a slow response. Figure 19 shows what happens when the rudder factor is too high
(at the top) and when it’s too low (at the bottom). The movement of the vessel is exaggerated for
illustration purpose only. In real life and when correctly tuned the vessel should move in a straight
line.
The adjustment of this parameter should be done at calm sea. The AlphaPilot MFM is has a fully self-
adjusting ‘Auto Tune’ algorithm, which allows it to easily adapt the autopilot performance to the
hydrodynamic parameters of any vessel, irrespective of its displacement and dimensions. This will
save a lot of time during a seatrial.

2.3.2 Information gathering
Obtain information in advance (information needed to configure the system), use for example
Appendix G: Commissioning checklist.
Furthermore, get the correct documentation (including but not limited to; cable diagrams and
connection diagrams) and get a good understanding of the system (including but not limited to; type
of steering gear, mode selector, presence of units).
2.3.3 Prerequisites
The following checks are required in advance to start commissioning the system on board:
- All information mentioned in the previous section is gathered.

- Verify that the cables are prepared/installed as required per project specifications.
- Verify availability of power supply.
2.3.4 Commissioning activities

NOTE: The commissioning and testing procedure is divided into two stages. The first stage is carried
out during docktrial and the second stage is performed during seatrial.
NOTE: Activities denoted below refer to certain submenus of the ‘Installation’ menu (accessible on
the AlphaPilot MFM control unit). Refer to section ‘Menu ‘Installation’’ for detailed information
about the parameters.
NOTE: Make records during commissioning, and back-up the system parameters upon completion.
Use the project documentation and ‘Appendix G: Commissioning checklist’ as an example.
NOTE: Please read the Appendices, especially the Appendices related to electrical connections, LED
indicators, buttons, jumpers & DIP switches.
NOTE: If a soft-reset via the AlphaPilot MFM control unit is not effective, use the hard-reset switch
on the MCU Box.

2.3.4.1 Initial setup and docktrial
NOTE: Passwords are required to change settings in the system. There are 3 passwords for different
levels; 067 for low level security, 362 for medium level security, 412 for high level security.
To change crucial software settings (e.g. checksum disable function and Joystick pilot mode
activation (not applicable for Alphatron Marine AlphaPilot MFM)), a unique password (unique for
each processor serial number) is required. The password shall be requested from Alphatron Marine
technical support. The serial number of the main processor is labelled on the Bottom PCB.
1. Make sure that all DIP switches and Jumpers are set to their correct positions before the
installation and calibration of the autopilot system. For a description of the DIP switches,
refer to Appendix D5: Detailed description of LED indicators, buttons, jumpers & DIP
switches.
2. Before turning on, verify that the following conditions are met:
a. All components of the system (e.g. AlphaPilot MFM control unit and boxes) installed
correctly and available.
b. All components of the system are secured.
c. Power and data connections checked for all components of the system.
i. Cables are secured.
ii. Cables are undamaged.
iii. No loose wires.
iv. CAN bus network topology and terminations checked.
v. Power is available.
vi. Shielding is connected in accordance with wiring instructions and sleeved
where required.
d. Steering mode selector must be on NFU.
e. Disconnect order and feedback signals (in step 7 it is allowed to connect so that the
signal setup can be performed)
3. Turn on the power and check power availability for each device.
4. For each MFM control unit, set the parameter ‘Station’ (see subsection Submenu ‘Docktrial’
on page 69).
5. Check the availability of all connected devices in the menu ‘Controllers ID’ and verify
software versions.
6. Program all the necessary parameters of the vessel and sensor interface data, at the
following submenus:
a. Submenu ‘Parameters’, see page 88
7. Check availability of Gyro, Compasses, GPS, ECDIS.
8. Program the steering interfaces. For each interface:

a. In case of proportional control:

i. In case of a feedback signal: Create a calibration table for feedback signal. If
the feedback signal is non-linear, then create an additional calibration point
in the field of non-linearity.
ii. Select type of output interface.
iii. Connection and adjusting of ‘zero command’.
iv. Create a calibration table for command signal. If the response to command
signal is non-linear, then create an additional calibration point in the field of
non-linearity.
b. In case of valves/prop valves:
i. Start programming of sensors interfaces. Connection valves or proportional
valves interface,
c. Set rudder features, DZ, diagnostics, flags…
d. Check calibration table for command signal & feedback signal in mode ‘Dodge’.
9. Check functionality of the Mode Switch (change mode and verify that the operating mode on
the AlphaPilot MFM control unit is changed accordingly).
10. Verify correct functioning of the following:

a. Autopilot (initial settings)
b. Rudder control
c. Rudder position feedback
d. Navigation data (present)
e. Mode selection and indication
f. Alerts (no alerts at this stage)
11. Configure the CAM system to issue an alert if there is no HBT message from HCS for more
than 30 seconds. Test it and confirm an alert is issued.
NOTE: In the absence of an external CAM system, the relay output DO4M of the MCU Box
shall be configured as ‘Sys Fail’ and connected to an external alert unit that shall initiate the
required HCS power fail alarm. All connections are shown in connection diagrams. For
configuring the relay outputs, see ‘Submenu ‘Interface Relays Configuration’ of Submenu
‘Interface’ on page 77.
12. Check the alarm log for anomalies.
13. Save a backup of software settings after completion of docktrial (use ‘EEPROM upload Tool’).
14. Save a backup of the gathered information (as described in the previous section).

2.3.4.2 Seatrail
1. Verify correct functioning of the following:
a. Autopilot
b. Rudder control
c. Rudder position feedback
d. Navigation data (present)
e. Mode selection and indication
f. Alerts (no alerts at this stage)
2. Perform AP tuning (see subsection on page 54).
3. Perform TCS tuning (see subsection on page 56), if applicable.
4. Perform manual tuning (see subsection on page 58), if required.
5. Perform JP tuning 1 and 2 (Low Speed Heading Control tuning) (see subsection on page 64), if
applicable.
6. Check the Auto control mode.

7. Check the Low Speed Heading Control mode.
8. Check the Dodge control mode.
9. Check the Manual control mode.
10. Check the Override control mode.
11. Check the Rate of Turn control mode, using knob or external FU Tiller ROT (if available).
12. Check the CTS pilot control mode.
13. Check the Track control mode at sea
14. Check the Wind Vane control mode at sea.
15. Check control handover functionality.
16. Go to ‘Docktrial’ menu and set ‘No’ for ‘Manual tuning’ parameter in the before the normal
operation of AlphaPilot MFM Heading Control System.
17. Check the alarm log for anomalies.
18. Save a backup of software settings after completion of seatrial. Connect the Service laptop to
the CAN-bus of the AlphaPilot MFM Heading Control System. Download all settings using
‘Marine Control System Utilities’ \ ‘EEPROM Uploading’ utility.
19. Save copied files for future service usage.

2.3.4.2.1 AP tuning (of autopilot)
Introduction:
AlphaPilot MFM automatically defines tuning coefficients for heading control modes. AP tuning
forces the vessel to perform special manoeuvres (as shown below):
Figure 20: Manoeuvres during AP tuning
Figure 20 shows that the heading change is about 15-30 degrees, 7 manoeuvring legs by default;
Rudder angle change is 10 degrees (see ‘Rudder’ parameter). After manoeuvring, the AlphaPilot
MFM computes heading regulator coefficients for future use.
Recommended weather conditions for the AP tuning procedure:
- Wind not exceeding 10 m/s

- Deep water is recommended (especially when the Water Speed Log is in use)
- Wave height – as less as possible
WARNING SPECIAL MANEUVERING IS ALLOWED ONLY DURING ‘AP TUNING’ ON

SEATRIALS. ENSURE TO OBSERVE NAVIGATION SAFETY. IMMIDIATELY
SWITCH OVER TO MANUAL CONTROL (NFU) IN CASE OF ANY DANGER
SITUATION!
Procedure:
NOTE: Perform autotuning via ‘AP tuning’ (see submenu ‘Autopilot’ of submenu ‘Parameters’).
- Check the weather conditions.

- Set correct value of parameter ‘Rudder’.
- Set correct value of parameter ‘Loading’, if applicable. Make sure that parameter ‘Draft
Delta’ is correct (see Submenu ‘Parameters’ on page 88).
- Note the sensor readings during autotuning (in knots).
- Set the Mode Switch to AUTO.
- Activate ‘Auto tuning’

- A message ‘Begin auto tuning’ appears.
- Press the rotary knob to confirm message ‘Begin auto tuning’
NOTE: AP tuning can be cancelled by pushing the rotary knob.
- The vessel begins manoeuvring in accordance with algorithm of autotuning.
- A message ‘Autotuning OK’ appears.*
- Press the rotary knob to confirm the end of autotuning after message ‘Autotuning OK’.
- Set the Mode Switch to NFU.
- Restart the system.
*When the message ‘AUTOTUNING FAIL’ appears, autotuning needs to be performed again.
Reasons for message ‘AUTOTUNING FAIL’ to appear during auto tuning:
- Rate-Of-Turn during auto tuning was more than 150°/min (even at once).
Recommendation; Decrease ship’s speed and/or ‘Rudder’ parameter value. Carry out the
auto tuning procedure again.
- Actual heading of the ship differs from initial heading during auto tuning activation more
than 90°.
Recommendation: Either the steering system is out-of-order or compass data is incorrect.
Carry out the procedure of AP tuning again.
- Internal algorithm of ‘AP tuning’ could not estimate parameters during a manoeuvre.
Recommendation: Check parameter ‘Rudder’ in compliance with offered table, check
position of the steering mode selector (it must be in AUTO position), or other external
steering mode selector on the bridge). Carry out the auto tuning procedure again.
NOTE: If the message ‘AUTOTUNING FAIL’ appears, it is necessary to perform the auto tuning
procedure again! Otherwise, the alert message ‘PERFORM AP TUNING’ will be shown during
autopilot operation!
NOTE: An unstable boat manifests itself in an auto tuning error (it ends with an error output) or
Param2> 4 (see Submenu ‘AP tuning’). Manual tuning (of autopilot) is required, see section ‘Manual
tuning (of autopilot)’.

2.3.4.2.2 TCS tuning
Introduction:
TCS tuning is only needed for 2 control modes, namely CTS and Track Mode ‘ExtTRS’ (TCS Category
C). AlphaPilot MFM automatically defines the CTS & TCS coefficients.
For that, it forces the vessel to perform special manoeuvres. Vessel manoeuvres during TCS tuning is
shown below:
Figure 21: Manoeuvres during TCS tuning
Recommended weather conditions for the TCS tuning procedure:
- Wind not exceeding 10 m/s

- Deep water is recommended (especially when the Water Speed Log is in use)
- Wave height – as less as possible
Procedure:
NOTE: Perform TCS tuning via ‘TCS tuning’ (see submenu ‘Autopilot’ of submenu ‘Parameters’).
NOTE: TCS tuning procedure should be performed only after the ‘AP tuning’ procedure, if ‘Drift’
parameter is calculated more than ‘1.00’. Operating parameter ‘Sensitivity’ in the operation menu

‘Parameters’ should be also properly adjusted during Heading Control testing and before performing
this procedure!
WARNING SPECIAL MANEUVERING IS ALLOWED ONLY DURING ‘AP TUNING’ ON

SEATRIALS. ENSURE TO OBSERVE NAVIGATION SAFETY. IMMIDIATELY
SWITCH OVER TO MANUAL CONTROL (NFU) IN CASE OF ANY DANGER
SITUATION!
- Check the weather conditions.

- Set the control mode to Standby.
- Stabilize the set course before the manoeuvring of the vessel.
- Set the speed to standard cruise speed. It is recommended to use 70% of the
maximum speed of the vessel.
- Set correct value of parameter ‘Set ROT’.
- Set the Mode Switch to AUTO.
- Activate ‘Auto tuning’
NOTE: TCS tuning can be cancelled by pushing the rotary knob.
- A message ‘Begin auto tuning’ appears.
- Press the rotary knob to confirm message ‘Begin auto tuning’
- The vessel begins manoeuvring in accordance with algorithm of autotuning.
- A message ‘TCS tuning ok’ appears.*
- Press the rotary knob to confirm the end of autotuning after message ‘Autotuning OK’.
- Set the Mode Switch to NFU.
- Restart the system.
* When the message ‘TCS tuning Fail’ appears, autotuning needs to be performed again.
Reasons for message ‘AUTOTUNING FAIL’ to appear during auto tuning:
- Internal algorithm of ‘TCS tuning’ couldn’t estimate parameters during a time period
intended for TCS manoeuvre. It might happen due to incorrectly adjusted ‘SET ROT’ value in
the ‘TCS tuning’ menu before its activation. It should be decreased if cannot be reached by
the ship during TCS tuning procedure.
Recommendation: Check parameter ‘SET ROT’, decrease this parameter if necessary, and
carry out the ‘TCS tuning’ procedure again.
Make sure that ‘AP tuning’ procedure was performed correctly before the ‘TCS tuning’ procedure!
NOTE: An unstable boat manifests itself in an auto tuning error (it ends with an error output) or
Param2> 4 (see Submenu ‘AP tuning’). Manual tuning (of autopilot) is required, see next section.

2.3.4.2.3 Manual tuning (of autopilot)
This procedure is executed on exception.
An unstable boat manifests itself in an auto tuning error (it ends with an error output) or Param2> 4
(see Submenu ‘AP tuning’).
The definition of an unstable type of vessel is most simply carried out by one of two methods.
Both methods are based on the definition of manoeuvrability. Determination of manoeuvrability

characteristics should be carried out in low-winded weather and at minimum waves, because these
factors strongly influence the accuracy of measurements and, consequently, the quality of the
system's tuning based on the measurement results.
Determination of manoeuvring characteristics shall be carried out at an initial speed equal to the
main working speed of the vessel.
2.3.4.2.3.1 Method 1: Pull-Out Manoeuvre

The essence of the method is as follows: with rectilinear motion, the steering wheel is set to 20°. The
ROT is started to be taken and the results are recorded in the table. After setting stable ROT, the
steering wheel is set to 0°. Observe the trajectory of motion and record the ROT in the table.
Perform a similar procedure with the set of the rudder to the other side, and the results are also
recorded in the table. Based on the results of completed manoeuvres, a graph is drawn.
The following 2 figures are examples for a stable and unstable vessel.

Figure 22: Pull-out manoeuvre for a stable ship

Figure 23: Pull-out manoeuvre for an unstable vessel
As can be seen from the above graphs, the difference between an unstable vessel and a stable vessel
is in the ROT that changes during the circulation and the ship does not turn out of circulation when
the rudder is set to 0°.
2.3.4.2.3.2 Method 2: Bech's Reverse Spiral Manoeuvre

The essence of this method is to set the rudder approximately 20° PS and gradually (step by step, for
example 5°) to 20° SB. The data of the rudder and ROT readings are recorded in the table.
Important! In the region of small angles of rudder, changes in the set rudder must be done with a
discreteness of 1°.
Separately note and record the ROT at zero position of the rudder and the angle of the rudder, at
which the circulation will be stopped (ROT = 0).
The manoeuvre is performed with the initial setting of 20° to the PS and the second manoeuvre with
the initial setting of 20° to SB.
The following 2 figures are examples for a stable and unstable vessel.

Figure 24: Course stable and unstable vessel
As can be seen from the above graphs, in an unstable vessel, to stop circulation, it is necessary to
shift the rudder to a certain angle in the opposite direction from the direction of circulation, while at
a stable one it is enough to set it to 0° or near it. For clarity, a tangent to the graph is drawn at the
zero point of the rudder-for stable vessels K>0, for unstable K<0.
2.3.4.2.3.3 Manual tuning procedure

For the practical adjustment of an unstable vessel, it is necessary to perform the following steps:
1. Ensure that the circulating manoeuvre is safe.

2. While in straight motion with a constant speed equal to 50-75 %% of the maximum, set the
rudder to a small angle to the port side (about 5-7°) to enter the vessel into circulation.
3. The vessel will begin to circulate with a gradually increasing ROT. Wait until the ROT is
stabilized. Gradually changing the position of the rudder, achieve an acceptable ROT (safe for
the operation of the ship). Wait until the ROT is stabilized.

4. Set the rudder to zero (without the vessel being held). The vessel will continue to circulate.
Write down the value of the steady ROT. Example: ROT = 45°/min with RUD = 0.
5. Start to spin the ship by shifting the rudder by 1°, observing the ROT.
6. The ROT begins to decrease and at a certain value becomes zero (the ship moves
rectilinearly, at least for a while). Record the rudder angle. Example: RUD = 7 degrees at ROT
= 0°/min.
7. To eliminate the effect of external destabilizing factors, repeat steps 1-6 with the circulation
in the opposite direction. Write down all the values obtained at these points.
8. Calculate and write down the average (modulo) each value.
Value at zero rudder Value at zero ROT

position
7 (value to enter at
RUD 0 parameter ‘Rudder’ in
submenu ‘AP Regulators’)
45 (value to enter at
ROT parameter ‘ROT’ in submenu 0
‘AP Regulators’)
9. Next, calculate the value of the coefficient ‘H Filter’ (√l ship ∗ 2 , where l = length of the
vessel in meters) (value to enter at parameter ‘H Filter’ in submenu ‘AP Regulators’).
10. Enter the value in the settings, considering that the value should be in the range 4 ... 35. If
you get a value outside of this range, select the nearest value from this range.
2.3.4.2.3.4 Enter the values

Enter the values in the submenu ‘AP regulators’ (in menu ‘Advanced’ (press and hold the MENU
button)).
NOTE: Menu ‘Advanced’ must be enabled (see menu item ‘Extended Menu’ at section Submenu
‘Advanced’ (parameter value must be ‘Yes’))).
NOTE: Submenu ‘AP Regulators’ must be enabled (see menu item ‘AP type’ at submenu ‘Seatrial’
(parameter value must be ‘SPEC1’) and ‘Manual tuning’ at submenu ‘Docktrial’ (parameter value
must be ‘Yes’)).
Figure 25: Submenu ‘Advanced’ with AP Regulators submenu available

Figure 26: Submenu ‘AP Regulators’
Menu item Description

H Filter See procedure as described in this section ‘Manual tuning (of
autopilot)’
ROT See procedure as described in this section ‘Manual tuning (of
autopilot)’
Rudder See procedure as described in this section ‘Manual tuning (of
autopilot)’
ROT ramping Changing this parameter is usually not needed. Change may be
needed only on very large vessels in case of overshooting. To decrease
overshooting, decrease parameter value ‘ROT ramping’.

2.3.4.2.4 JP tuning 1 (and 2) tuning
AlphaPilot MFM automatically defines tuning coefficients for heading control modes. For that, it
forces the vessel to perform special manoeuvres. Vessel manoeuvres during JP tuning 1 (and 2)
tuning (Low Speed Heading Control tuning) is shown below:
Figure 27: Manoeuvres during ‘JP tuning 1 (or 2)’
Heading change is about 15-30 degrees, bow Thruster force is ~50 percent from its total power.
NOTE: Perform Low Speed Heading Control tuning via ‘JP tuning 1’ (see submenu ‘Autopilot’ of
submenu ‘Parameters’) and ‘JP tuning 2’ (if applicable).
‘JP tuning 1’ is used for autopilot Low Speed Heading Control autotuning, and automatically
determines the tuning coefficients for a bow tunnel thruster. ‘JP tuning 2’ is used for autopilot Low
Speed Heading Control autotuning, and automatically determines the tuning coefficients for a second
bow or stern tunnel thruster.
Procedure:
- Switch to STBY position using (or other external Steering mode selector on the bridge) and
reduce vessel speed to 0.0 1.0 kn. Rate of Turn value should be also in 000 – 010 degrees per
minute (the smaller the better).
- Set the ‘Force thrust’ parameter (in percent) to ‘50’.
- Switch to AUTO mode and activate ‘Auto tuning’ procedure in ‘JP tuning 1 (or 2)’ menu.
- ‘Begin auto tuning’ message will appear on the screen.
- Confirm this message.
- JP tuning 1 (or 2) display appears (‘Wj’ identifier on the display) and vessel starts a special
manoeuvre.
- The ‘Autotuning OK’ alert (in period of 10-15 minutes from the activation) means that the
procedure has successfully finished.
- In case of any failure to compute “JP tuning 1 (or 2)” coefficients, AP generates ‘AUTO
TUNING FAIL’ message. Coefficients remain unchanged. It is necessary to repeat the ‘JP

tuning 1 (or 2)’ procedure if ‘AUTO TUNING FAIL’ alert Is appeared on display. Perform again
the ‘JP tuning 1 (or 2)’ without ‘Save and exit’ function!
Reasons of appearing of error (‘Auto tuning fail’) during JP tuning 1 (or 2) procedure:
- Rate-Of-Turn during ‘JP tuning 1 (or 2)’ was reached 150°/min or more (even at once).
Recommendation: decrease ‘Force thrust’ value (‘JP tuning 1 (or 2)’ menu). Carry out the ‘JP
tuning 1 (or 2)’ procedure once again.
Reason: the value of the parameter should be reduced if the vessel sways to and from.
- Actual ship’s heading is changed more than 90 degrees from the initial heading after
activation of the JP tuning 1 (or 2) procedure. Recommendation: either the Thruster
propulsion control system is out of order or compass data is incorrect. Carry out the ‘JP
tuning 1 (or 2)’ procedure once again.
- Internal algorithm of ‘JP tuning 1’ couldn’t estimate parameters during a tuning manoeuvre.
Recommendation: Check parameter ‘Force thrust’ (‘JP tuning 1 (or 2)’ menu), check position
of the steering mode selector (it must be in AUTO position). Carry out the ‘JP tuning 1 (or 2)’
procedure once again.

2.4 Menu ‘Installation’
Menu ‘Installation’ is used during commissioning (e.g. adjust parameters and perform tests).
To enter the menu, reset the device, and when the display shows ‘Internal testing OK’, then push and
hold the rotary knob to enter the menu ‘Installation’.
NOTE: Operational menu ‘Alarm Settings’, ‘Parameters’ and ‘Advanced’ are explained in the
AlphaPilot MFM Operation Manual.
NOTE: Some parameters are for 1 AlphaPilot MFM control unit only, therefore are not system
parameters. All parameters are described in the following subsections. If it concerns a parameter for
1 AlphaPilot MFM control unit, then this will be clarified. Otherwise, the parameter is a system
parameter.
Figure 28: Menu ‘Installation’

< Docktrial > Enter the submenu ‘Docktrial’. This submenu is used to configure
settings during a docktrial (e.g. AP modes, and settings for external
devices)
< Interface > Enter the submenu ‘Interface’. This submenu is used to configure
settings for the interfaces with external devices.
< Seatrial > Enter the submenu ‘Seatrial’. This submenu is used to configure
settings during a sea trial (e.g. enable manual autopilot tuning for
unstable vessels).
< Parameters > Enter the submenu ‘Parameters’. This submenu is used to configure
settings of the vessel and the heading control algorithm.
< Controllers ID > Enter the submenu ‘Controllers ID’. This submenu is used to view
software versions and serial numbers of installed controllers.

< Advanced > Enter the submenu ‘Advanced’. This submenu is used to configure
network settings and other advanced docktrial settings.
NMEA test Automatic determination of settings for NMEA serial ports.
When activated, the ‘NMEA TESTING BEGIN’ message is displayed,
and the process of serial port automatic setup is started. In 20
seconds, the process of serial port setup is completed and ‘NMEA
TESTING FINISH’ message is displayed. After that serial ports are ready
to receive the sensor data.
Save and Exit Reset of the processors in AlphaPilot MFM system and save into
memory all changes, which were done via the Installation menu.

Menu ‘Installation’ has the following main structure:
< Docktrial >
∟ < AP modes >
< External devices >
∟ < Speed joystick >
∟ < GPS position >
< Configuration >
∟ < JP Installation >
∟ < JP modes >
< Interface >
∟ < IN >
∟ < NMEA OUT >
∟ < ECDIS OUT >
∟ < VDR OUT >
∟ < Checksum IN >
∟ < Relays Configuration >
< Seatrial >
< Parameters >
∟ < Actuators >
∟ < Central rudder >
∟ < Rudder features >
∟ < Features 1>
∟ < Features 2>
∟ < Controller settings>
∟ < FB settings >
∟ < PCtrl settings >
∟ < Wheel calibration >
∟ < Prop valve tuning >
∟ < Port rudder >
∟ < Stbd rudder >
∟ < Thrusters >
∟ < Propulsions >
∟ < Z-Drives >
∟ < BackUp >
< Autopilot >
∟ < AP tuning >
∟ < TCS tuning >
∟ < Common data >
∟ < Curves settings >
∟ < JP tuning 1 >
∟ < JP tuning 2 >
< Controllers ID >
∟ < APM ID >
∟ < APP ID >
∟ < APR ID >
∟ < APH ID >
∟ < APA ID >
< Advanced >
∟ < Low Speed TCS >
∟ < Alarm Log >

2.4.1 Submenu ‘Docktrial’
This submenu is used to configure settings during a docktrial (e.g. AP modes, and settings for
external devices)
Figure 29: Submenu ‘Docktrial’

< AP modes > Enter the submenu ‘AP modes’. This submenu is used to
enable/disable autopilot modes.
Station Identifies the location of the AlphaPilot MFM control unit onboard a
ship. A single or main autopilot control unit is to be defined as
‘P.House’. Other AlphaPilot MFM devices are to be defined as "Bridge
1 – Bridge 4".
This menu item is to be used if more than 1 AlphaPilot MFM is
available in network configuration.
This parameter is for 1 AlphaPilot MFM control unit only.
Parameter settings: ‘P. House’, ‘Bridge 1’, ‘Bridge 2’, ‘Bridge 3’, or
‘Bridge 4’.
NOTE: A Remote Portable Control Panel (parameter ‘Remote 1’ or

‘Remote 2’) is not applicable for Alphatron Marine AlphaPilot MFM.
Manual tuning This menu item is used to enable/disable manual tuning:
- ‘Yes’ : Manual tuning enabled. Submenu ‘AP Regulators’ is
available in the menu ‘Advanced’ (Operational menu, via
press and hold the MENU button).
- ‘No’ : Manual tuning disabled. Submenu ‘AP Regulators’ is not
available in the menu ‘Advanced’.
See section ‘Manual tuning (of autopilot)’ on page 58.
NOTE: Set ‘Yes’ for docktrials stage and possibility of MAN SPD input
during TCS interface testing at the birth. This parameter can be
also used for tuning of unstable vessels.

< Ext devices > Enter the submenu ‘External devices’. This submenu is used to set
parameters for external devices.
Mode select AlphaPilot MFM control mode selection:
- ‘Switch’: Default value; Control mode selection using The
Mode Switch 2 Pos, or Mode Switch 3 Pos, or external
selector.
- ‘Buttons’: Not used. Reserved for future configurations.
Alarm timeout The alert time for control transfer mode.
The default value is 3 seconds.
Level of this Alert – Warning.
Parameter settings: ‘3 – 20’ (seconds)
< Configuration > Enter the submenu ‘Configuration’. This submenu is used to configure
vessels with tunnel thrusters and/or 3 rudders.
Return Return to the previous menu.

2.4.1.1 Submenu ‘AP modes’
This submenu is used to enable/disable autopilot control modes.
Figure 30: Submenu ‘AP modes’

Track mode Enable/disable track control mode, set type of track control mode:
- ‘Off’ : Disables Track control mode.
- ‘IntAPB’ : Enables Track (T) control mode (TCS Category A, B).
In this mode, the user is requested to acknowledge
waypoints. It can be used with any system.
- ‘ExtHSC’ : Not applicable for Alphatron Marine AlphaPilot
MFM. Proprietary sentence for Alaska ECDIS.
- ‘ExtHTC’ : Enables Track (Tn) control mode (TCS Category C).
Control on ECDIS side.; ECDIS sends to AlphaPilot MFM the
CTS and ROT. It is the most commercially used Track mode.
Also default setting for Transas.
- ‘ExtTRS’ : Enables Track (Ti) control mode (TCS Category C).
Not applicable for Alphatron Marine AlphaPilot MFM.
Proprietary sentence for Alasksa ECDIS.
- ‘IntWP’ : Not applicable for Alphatron Marine AlphaPilot
MFM. Reserved for autonomous vessels.
NOTE: Track (T) control mode (also referred to as ‘Track steering’)

combines an ECDIS with the Autopilot. The navigator can program a
voyage plan into the ECDIS that contains 1 or more tracks.
The TCS (Track Control System) is used together with the input from
the sensors for position, course and speed and is designed to keep the
vessel on the plotted route.
Wind Vane mode Enable/disable the ‘Wind Vane mode’ and select wind data for
processing.
- ‘Off’ : Should be used for all vessels, except for Sailing Yachts.

- ‘On’
- ‘MWD’
- ‘VWR’
- ‘MWVt’
- ‘MWVr’
NOTE: For sailing yachts only. This control mode is intended for long
sailing cruises at open sea when it is comfortable to steer after the
wind. When the wind changes the autopilot adapts to a new course
where the relative angle to the wind is maintained. When the boat
tacks, the new heading will be the same relative wind angle on the
opposite side of the boat.
This control mode is not compliant to the SOLAS convention.
Automatic steering by the pre-set relative wind angle. A wind sensor
is required.
NOTE: NMEA anemometer is required.
CTS mode Enable/disable the ‘CTS mode’.
NOTE: CTS (Course-To-Steer) pilot control mode is an estimated

course that a vessel should steer to arrive at a waypoint or bearing
and stay on ground track. Note that the vessel’s heading may differ
from the COG value because of wind, tide, and currents. The vessel
simply keeps the pre-set COG value.
Parameter settings: ‘Off’ or ‘On’.

Default setting is ‘On’.
River mode Enable/disable the ‘River mode’, hereinafter (and in the AlphaPilot
MFM Operation Manual) called ‘Rate of Turn mode’.
NOTE: Rate of Turn (R) mode is a ROT steering control mode. ROT is
the speed (or rate) at which a vessel is turning at, or can turn at,
measured in degrees per minute. Steering is done via knob on the
AlphaPilot MFM control unit or on a FU Tiller ROT.
NOTE: Sometimes this mode is compulsory for the inland operation
(e.g. steering on rivers, and channels).
Parameter settings: ‘Off’, ‘On’.

Dodge mode Enable/disable the ‘Dodge mode’.
NOTE: Dodge mode is short-term manual FU steering (set angle of

rudder(s)) via rotary knob on the Autopilot MFM control unit.
Autopilot is in control.
Parameter settings: ‘Off’ or ‘On’.

Return Return to the previous submenu.

2.4.1.2 Submenu ‘External devices’
This submenu is used to set parameters for external devices.
Figure 31: Submenu ‘Ext devices’

Steering Wheel Set availability of an external steering wheel (not the Alphatron FU
Handwheel!), connected to the MCU Box to analog input. Only
applicable in case of direct control of proportional or
solenoid valves!
Parameter settings: ‘No’, ‘Yes’.

Dodge Tiller Set the maximum possible angle of deviation in ‘Dodge’ mode.
Not applicable for Alphatron Marine AlphaPilot MFM. Value does not
matter.
NOTE: This is not the same as Dodge mode, but instead it is an

override tiller to change the course of the autopilot. Canbus based
tiller, but currently not developed by Alphatron Marine.
Tillers ID Assign Not applicable for Alphatron Marine AlphaPilot MFM. Value does not
matter.
Joystick polling Not applicable for Alphatron Marine AlphaPilot MFM.
ROT tiller Availability of FU Tiller ROT for the ‘Rate of Turn’ autopilot control
mode.
Parameter settings: ‘No’, ‘Yes’.
< Speed joystick > Not applicable for Alphatron Marine AlphaPilot MFM.
< GPS position > Enter the submenu ‘GPS position’. This submenu is used to set the
GPS position, and to set the parameter for compensation of GPS data
due to effects of rolling.

2.4.1.2.1 Submenu ‘GPS position’
This submenu is used to set the GPS position, and to set the parameter for compensation of GPS data
due to effects of rolling.
Figure 32: Submenu ‘GPS position’

X GPS position (rectangular coordinate) from vessel centreline to
Forward or Aft.
NOTE: Use the Vessel General Arrangement plan.
Parameter settings: ‘-300 to +300’ (in meters)
Example:
Ship length: 66m

Ship beam: 12m
GPS position:
X = -19m
Y = +4m
Y GPS position (rectangular coordinate) from vessel centreline to Port or

Starboard direction. NOTE: Use the Ship General Arrangement plan.
Parameter settings: ‘-300 to +300’ (in meters)
Z Reserved for future configurations. Default value is ‘0.0’.
M filter Compensation of GPS data in autopilot system due to affects during
rolling.

Parameter settings: ‘1 to 25’
Recommended parameter setting: ‘10 to 12’.
Depends on rolling frequency: Less M filter parameter is required for
the more frequent rolling. For example: If rolling period does not
exceed 5 seconds, set the M Filter parameter to ‘7’. If this period is
approximately 10 seconds, set M filter parameter to ‘12’.
Additionally: Increase the M Filter parameter using following formula:
X = A : 4, where A is the height of GPS Antenna (in meters) and X is the
additional value for the M Filter parameter.
S filter Reserved for future configurations. Default value is ‘18’.
This parameter is required for the Speed Filter in the autopilot system.
Parameter settings: ‘06 … 99’.
Reserved1 Not applicable for Alphatron Marine AlphaPilot MFM. Default value is
‘1.00’.
‘1.00’.
‘1.00’.
Pos Source Not applicable for Alphatron Marine AlphaPilot MFM.
X corr Adjustment of centre of vessel rotation.
Default value is 0 (vessel rotates relative to centre).

2.4.1.3 Submenu ‘Configuration’
This submenu is used to configure vessels with tunnel thrusters and/or 3 rudders.
Figure 33: Submenu ‘Configuration’

Device mode ‘JP’ is not applicable for Alphatron Marine AlphaPilot MFM. Default
setting is ‘AP’.
< JP Installation > Not applicable for Alphatron Marine AlphaPilot MFM.
< JP modes > Not applicable for Alphatron Marine AlphaPilot MFM.
Low Speed HC Parameter defines the quantity of tunnel thrusters for ‘Low Speed
Heading Control’ mode:
- ‘Off’ : Default; Low Speed Heading Control mode is not
allowed.
- ‘1TT’ : Low Speed Heading Control mode is allowed with 1
tunnel thruster.
- ‘2TT’ : Low Speed Heading Control mode is allowed with 2
tunnel thrusters (2x Bow or 1x Bow + 1x Stern) .
3 rudders Set ‘Yes’ for a vessel with 3 independent rudders.
NOTE: This setup is very rare and requires 2x ACU Box.
Password Some menu items cannot be changed without a password. Enter the
correct password to allow change of parameter values (within this
menu).

2.4.2 Submenu ‘Interface’
This submenu is used to configure settings for the interfaces with external devices.
Figure 34: Submenu ‘Interface’

< IN > Enter the submenu ‘IN’. This submenu is used to setup serial channels
for connected sensors; relate virtual ports to physical serial ports.
NMEA OUT Setup bi-directional channel for data output to VDR / Logging System /
Conning display:
- ‘Yes’ : Data transmission via this channel is permitted.
- ‘No’ : Data transmission via this channel is not permitted.
NOTE: Output settings and messages are described in ‘Appendix F:
NMEA sentences’.
ECDIS OUT Setup bi-directional channel for data input and output to Track
Control / ECDIS / ECS system:
NMEA sentences’.
VDR OUT Setup bi-directional channel for data input and output to VDR:
NMEA sentences’.
< NMEA OUT > Enter the submenu ‘NMEA OUT’. This submenu is used to setup bi-
directional serial channels for data transmission
< ECDIS OUT > Enter the submenu ‘ECDIS OUT’. This submenu is used to setup bi-
< VDR OUT > Enter the submenu ‘VDR OUT’. This submenu is used to setup bi-

COMP1 Type of heading sensor from which the data will be received at the
virtual port COMP1:
- ‘GYRO’ : Gyrocompass
- ‘THD’ : GNSS principles, Satellite compass
- ‘HMS’ : External HMS system is used as Heading source
($xxHMR NMEA sentences). This sentence is rarely used.
- ‘MAGN’ : NMEA magnetic sensor heading
- ‘OFF’ : Port disabled
COMP2 See COMP 1
ROT sensor NMEA Rate-Of-Turn source :
- ‘Off’ – NMEA ROT sensor is not connected
- ‘COMP1’ : NMEA ROT data is processed from the heading
sensor specified at COMP1
- ‘COMP2’ : NMEA ROT data is processed from the heading
sensor specified at COMP2 above or from standalone Rate-Of-
Turn sensor, connected to ‘GYRO2’ serial port
- ‘NSERV’ : NMEA ROT sensor is connected to autopilot system
via independent port (for example via ‘WIND’ serial port).
Wind sensor NMEA wind data source:
- ‘Off’ : NMEA Wind sensor is not connected
- ‘MWVt’, ‘MWVr’, ‘MWD’, ‘VWR’ wind data type from ‘WIND’
serial port.
< Checksum > Enter the submenu ‘Checksum’. This submenu is used to perform
checksum processing via serial IN ports. For service purposes only.
< Relay configuration > Enter the submenu ‘Relay configuration’. This submenu is used to
configure a relay for a function. Three relays are available, namely
‘DOUT1’, ‘DOUT2’ or ‘DOUT3’.

2.4.2.1 Submenu ‘Interface IN’
This submenu is used to setup serial channels for connected sensors; relate virtual ports to physical
serial ports. The data types that autopilot can receive via serial ports are listed here.
Virtual port names are indicated as parameters (left side column). The parameter values are the
names of the actual ports (right side column).
Virtual port name indicates the type of data that is received at this port. When parameter value is
‘…‘, then the port is disabled.
After setting the parameters in this submenu (i.e. virtual ports are now related to physical serial
ports), the NMEA serial port parameters need to be determined. These parameters are determined
automatically using the function ‘NMEA test’ in the menu ‘Installation’.
Figure 35: Submenu ‘Interface IN’
Menu item (virtual port) Description

COMP1 Set the physical serial port for the vessel’s heading, source 1 (NMEA
messages: HDT, THS, HDG, HDM or HMR sentences). Including Rate-
Of-Turn source, if applicable (ROT NMEA sentences).
- GYRO1, GYRO2, REXT1, …, LOG, NMEA, ECDIS
COMP2 See COMP1.
DGPS Set the physical serial port for the vessel’s geographic position, COG,
and SOG (GGA, GLL, VTG, ZDA sentences).
LOG Set the physical serial port for the vessel’s Speed-Through-Water from
the Log sensor (VHW, VBW sentences).
WIND Set the physical serial port for the vessel’s Wind data. Wind Speed and
Direction for Wind vane (V) control mode. Relative wind data (VWR,
MWV(R) sentences) is recommended instead of true wind data
(MWD, MWV(T)).

Menu item (virtual port) Description
- WIND, GPS, GYRO2, REXT1, …, LOG, NMEA, ECDIS
NSERV Set the physical serial port for the vessel’s ROT data (in case of an
independent ROT sensor).
ECDIS Set the physical serial port for the connected ECDIS/TCS system.
NMEA data from external navigational systems:
- ‘APB, BWC/BWR’ : heading/track controller (autopilot)
sentence
- ‘HTC, HSC’ : heading/track control command
- ‘VTG’ : Course Over Ground and Speed Over Ground
- ‘GGA, GLL’ : GPS fix data
- ‘VHW, VBW’ : Speed-Through-Water from ECDIS

2.4.2.2 Submenu ‘Interface NMEA OUT’
This submenu is only accessible when the ‘NMEA OUT’ setting on submenu ‘Interface’ is set to ‘Yes’.
This submenu is used to setup bi-directional serial channels for data transmission.
NOTE: I order to achieve proper alert handling, an alert source should never output both BAM
compliant alert messages and legacy alert messages at the same time. Make sure that only one
protocol is used.
Figure 36: Submenu ‘Interface NMEA OUT’

Baud Data transmission rate via serial port (bits per second):
- ‘4800, 9600, 19200, or 38400’.
Default value is ‘4800’.
NOTE: Do not select ‘38400’, it will cause issues!
Freq Frequency (Hz) of packages transmission in NMEA 0183 format via
serial port (packages per second):
- ‘1’ or ‘10’.
NOTE: ‘10’ is strongly recommended.
HDT HDT (Heading, true) message retransmission via serial port in NMEA
format:
- ‘Yes’ or ‘No’.
HTD HTD (Heading & track control data) message transmission via serial
port in NMEA format:
RSA RSA (Rudder Sensor Angle) message transmission via serial port in
NMEA format:
ROR ROR (Rudder Order Angle) message transmission via serial port in
NMEA format:

ALR ALR message transmission via serial port in NMEA format.
NOTE: ‘Freq’ setting is not applicable for ALR sentences. Transmission
of ALR sentences is performed after system start-up (Power On or
Reset function) and by event (e.g. after changes in Alert condition /
acknowledgement state).
ALA ALA message transmission via serial port in NMEA format:
NOTE: ‘Freq’ setting is not applicable for ALA sentences. Transmission
of ALA sentences is performed after system start-up (Power On or
Reset function) and by event (e.g. after changes in Alarm condition /
acknowledgement state).
HMS HMS message transmission via serial port in NMEA format:
NOTE: Should be selected in case of the autopilot operation as
external HMS for other listeners.
HMR HMR message transmission via serial port in NMEA format:
NOTE: Should be selected in case of the autopilot operation as
external HMS for other listeners.
BAM Activate BAM communication via serial port in NMEA format:
NOTE: Should be selected in case of the autopilot system connected
to BAM.

2.4.2.3 Submenu ‘Interface ECDIS OUT’
This submenu is only accessible when the ‘ECDIS OUT’ setting on submenu ‘Interface’ is set to ‘Yes’.
This submenu is used to setup bi-directional serial channels for data transmission. For a description
of the menu items, refer to submenu ‘Interface NMEA OUT’ (the menu items are identical).
Figure 37: Submenu ‘Interface ECDIS OUT’
2.4.2.4 Submenu ‘Interface VDR OUT’

This submenu is only accessible when the ‘VDR OUT’ setting on submenu ‘Interface’ is set to ‘Yes’.
This submenu is used to setup bi-directional serial channels for data transmission. For a description
of the menu items, refer to submenu ‘Interface NMEA OUT’ (the menu items are identical).
Figure 38: Submenu ‘Interface VDR OUT’

2.4.2.5 Submenu ‘Interface Checksum IN’
This submenu may be used to perform checksum processing in case of incorrect checksum data in
the incoming NMEA sentences (used for service purposes only).
NOTE: Do not set any of the following parameters to ‘No’, except when checksum is not available
from external device.
Figure 39: Submenu ‘Interface Checksum IN’

COMP1 Checksum is processing on virtual channel COMP1:
- ‘Yes’ or ‘No’
COMP2 Checksum is processing on virtual channel COMP2:
DGPS Checksum is processing on virtual channel DGPS:
LOG Checksum is processing on virtual channel LOG:
WIND Checksum is processing on virtual channel WIND:
NSERV Checksum is processing on virtual channel NSERV:
ECDIS Checksum is processing on virtual channel ECDIS:
Password Menu items cannot be changed without a password. Enter the correct
password to allow change of parameter values (within this menu).
To change any of these parameter settings, a unique password
(unique for each processor serial number) is required. The password
shall be requested from Alphatron Marine technical support. The
serial number of the main processor is labelled on the Bottom PCB.

2.4.2.6 Submenu ‘Interface Relays Configuration’
This submenu is used to configure a relay for a function. Five relays are available, namely ‘DOUT1’,
‘DOUT2’, ‘DOUT3’, ‘DOUT4’, and ‘DOUT5’. These relays are controlled by the main processor.
NOTE: The main processor in the ACU is disabled.
Figure 40: Submenu ‘Interface Relays Configuration’

Sys Fail The system is not working. Output to:
…, DOUT1, DOUT2, DOUT3, DOUT4, or DOUT5.
NOTE: In the absence of an external CAM system, the relay output
DO4M (i.e. DOUT4) of the MCU Box shall be configured as ‘Sys Fail’
and connected to an external alert unit that shall initiate the required
HCS power fail alarm.
Off Heading Deviation from set course. Output to:
Sys Alarm System alert messages. Output to:
HMS Alarm …, DOUT1, DOUT2, DOUT3, DOUT4, or DOUT5.
AP On Autopilot is ready for operation. Output to:
Alarm Reset Remote reset of alert. Output to:
BNWAS Reset Reset of Timer BNWAS. Output to:
Alarm LED Duplicate Alarm LED for external systems. Output to:
Alarm Buzzer Duplicate Alarm Buzzer for external systems. Output to:
DIN1 Not applicable for Alphatron Marine AlphaPilot MFM.

Custom exit menu: Off, Alarm, or 2TCS. Adjustment for 2nd track
control system only.
2.4.3 Submenu ‘Seatrail’

This submenu is used to configure settings during a submenu is used to configure settings during a
sea trial (e.g. enable manual autopilot tuning for unstable vessels).
Figure 41: Submenu ‘Seatrial’

AP type Set the type:
- ‘STD’ : Default value for ‘stable vessels’. Required for AP
tuning procedure. See ‘AP tuning (of autopilot)’ on page 54.
If there is an auto tuning error (it ends with an error output)
or Param2> 4, then the vessel is considered ‘unstable’.
- ‘SPEC1’ : Value for unstable vessels. Manual (autopilot) tuning
required. See ‘Manual tuning (of autopilot)’ on page 58. This
parameter setting is rarely used.
Tuning finished The parameter is automatically set to ‘Yes’ after a successful
procedure of AP tuning.
NOTE: Alert message ‘PERFORM AP TUNING’ will be shown on the
AlphaPilot MFM control unit during autopilot operation!
Use password ‘412’ to change this setting.
Compass Freq Set the minimal frequency for incoming messages from course source:
- ‘5Hz’ (not recommended, it is for low frequency devices)
- ‘10Hz’ (default).
Use password ‘067’ to change this setting.

menu).

2.4.4 Submenu ‘Parameters’
This submenu is used to configure settings of the vessel and the heading control algorithm.
Figure 42: Submenu ‘Parameters’

< Actuators > Enter the submenu ‘Actuators’. This submenu is used to set
parameters for the autopilot actuators (rudders, engines, thrusters,
steering).
Vessel length Length Overall (LOA)
(in meters)
Vessel breadth Breadth Overall (BOA)
(in meters)
V max Maximum vessel of speed (in knots)
V min Minimum speed of vessel which provides an adequate heading
control (in knots).
NOTE: If set to ‘0’, the alert message ‘LOW SPEED FOR AUTO’ will be
disabled in the autopilot control modes!
W max Maximum safe ROT allowed during operation via ‘SET ROT’ (in
degrees per minute).
NOTE: ‘Wind Precision’ range in the Operational menu Operational
menu ‘Parameters’ can be less than 9, as it depends on this
parameter.
NOTE: ‘W max’ will be calculated automatically but can be changed
manually with a password.
V min Wind Minimum Wind speed (in knots) required Wind vane (V) control mode
activation. Wind vane (V) control mode can be only activated when
actual Wind Speed is a higher than the Minimal Wind Speed (i.e. ‘V
min Wind’).
Radius min Minimum Steering Radius allowed during operation via ‘SET RAD’ for
Auto (A), Track (T), CTS pilot (C) control mode when ‘Steering By
Radius’ (SET RAD) is selected for operation (in nm).

Draft Delta Maximum difference in draft of the vessel (fully ballasted - fully
loaded conditions).
NOTE: It is required for correct functioning of autopilot in different
loading conditions, and a required parameter for autotuning.
Example: The vessel has a draft with full cargo of 20m, and in ballast
of 4m. The difference in the draft is 16m.
NOTE: The user can select a draft setting from the operational
parameters menu, based on this parameter and the loading condition
during autotuning.
menu).
< Autopilot > Enter the submenu ‘Autopilot’. This submenu is used to perform the
autopilot tuning and balancing procedures.

2.4.4.1 Submenu ‘Actuators’
This submenu is used to set parameters for the autopilot actuators (rudders, engines, thrusters,
steering).
Figure 43: Submenu ‘Actuators’

< Central rudder > Enter the submenu ‘Central rudder’. This submenu is used to set
rudder parameters for a steering system with single or linked rudders.
< Port rudder > Enter the submenu ‘Port rudder’. This submenu is used to set
parameters for the Port steering system (when it concerns a steering
system with independent rudders).
Adjustments of parameter settings are carried out by the same way as
for the Central rudder.
< Stbd rudder > Enter the submenu ‘Stbd rudder’. This submenu is used to set
parameters for the Starboard steering system (when it concerns a
steering system with independent rudders).
Adjustments of parameter settings are carried out by the same way as
for the Central rudder.
< Thrusters > Enter the submenu ‘Thrusters’. This submenu is used to set
parameters for Bow, 2nd Bow or Stern tunnel thrusters.
< Propulsions > Enter the submenu ‘Propulsions’. This submenu is used to set
parameters for the engines (main propulsions).
< Z-Drives > Enter the submenu ‘Z-Drives’. This submenu is used for to set
parameters for Azimuth Z-Drives or rotatable 360-degree thrusters.
< BackUp > Enter the submenu ‘BackUp’.

2.4.4.1.1 Submenu ‘Central rudder’
This submenu is used to set rudder parameters for a steering system with single or linked rudders.
Figure 44: Submenu ‘Central rudder’

RuddL Rudder leg position (rectangular coordinate) from midship position on
centreline to AFT.
NOTE: Use the Ship General Arrangement plan.
Parameter settings: ‘0.0 – 99.9’ (in meters)
Example:
Ship length: 66m

Rudder leg: 26m
K Balancing coefficient:
Default value: ‘1.00’
The value is determined automatically during balancing procedures.
Output type Select type of signal steering/rudder steering control.
Parameter settings:

- ‘Valve’ : Direct control of solenoid valves use for ‘Bang-Bang’
valves.
- ‘Motor’ : Hydraulic reversible pump control (reserved for old
configurations).
- ‘Prop2’ : Direct control of proportional valves (Type ‘2’).
Autopilot controls the proportional electromagnetic valves via
2 amplifiers / valves in case of 1 pump (Pump 1) (reserved for
old configurations).
- ‘PCtrl’ : Command signal via FU steering system (proportional
control to the required rudder angle).
- ‘Prop1’ : Direct control of proportional valves (Type ‘1’).
Autopilot controls the proportional electromagnetic valves via
1 amplifier / valve in case of 1 pump (Pump 1), and via 2
amplifiers/valves in case of 2 pumps (Pump 1 and Pump 2)
NOTE: ‘PSW dubbed’ parameter (see Submenu ‘Rudder
features 1’) should be set as ‘Yes’ in this case).
< Rudder features > Enter the submenu ‘Rudder features’. This submenu is used to set
additional rudder control parameters.
< FB settings > Enter the submenu ‘FB settings’. This submenu is used to calibrate a
rudder feedback sensor and set related parameters.
< PCtrl settings > Enter the submenu ‘PCtrl settings’. This submenu is used to define
and calibrate the order signals to the FU steering system (proportional
control to the required rudder angle).
This menu is only accessible if ‘Output type’ parameter in (this
submenu) is set to ‘PCtrl’.
< Wheel calibration > Enter the submenu ‘Wheel calibration’. This submenu is used to
calibrate an external wheel (optional).
It is only accessible when the ‘Steering Wheel’ setting on menu
‘Docktrial’, submenu ‘External devices’ is set to ‘Yes’.
Calibration procedure is the same as RFU calibration (see Submenu

‘FB calibration’on page 101).
NOTE: This function is not applicable for autopilot configuration with

analog control via FU steering system (i.e. ‘Output type – PCtrl’).
< Prop valve tuning > Enter the submenu ‘Prop valve tuning’. This submenu is used to
calibrate proportional or solenoid valves.
It is only accessible when the ‘Output type’ parameter (in this
submenu) is set to ‘Prop1’ or ‘Prop2’.

2.4.4.1.1.1 Submenu ‘Rudder features’
This submenu is used to set parameters for control of steering actuators.
Figure 45: Submenu ‘Rudder features’

< Features 1 > Enter the submenu ‘Features 1’. This submenu is used to set
parameters for control of steering actuators.
parameters for control of steering actuators (continued).
< Controller sett > Enter the submenu ‘Controller settings’. This submenu is used for
controller settings (command and feedback analog signal type).

2.4.4.1.1.1.1 Submenu ‘Rudder features 1’
This submenu is used to set parameters for control of steering actuators.
Figure 46: Submenu ‘Rudder features 1’

Manual tiller Not applicable for Alphatron Marine AlphaPilot MFM.
Default value is ‘No’.
Two controllers Allows setting the configuration of the rudder control system to be
with 1 or 2 controllers.
Parameter settings: ‘Yes’ or ‘No’.
NOTE: ‘Yes’ is only applicable for configurations with a dubbed
steering system.
Invert signals Not applicable for Alphatron Marine AlphaPilot MFM. Default value is
‘No’.
End switches Presence/availability of end switches:
- ‘Yes ‘or ‘No’.
Not applicable for Alphatron Marine AlphaPilot MFM (only used for
old configurations). Default value is ‘No’.
Int monitoring Not applicable for Alphatron Marine AlphaPilot MFM. Default value is
‘No’.
Ext monitoring Not applicable for Alphatron Marine AlphaPilot MFM. Default value is
‘No’.
Relay diagn Monitoring of switching/commutation relay:
- ‘Yes’ : Autopilot receives external ‘Ready’ signal from Steering
System
- ‘No’ : Autopilot does not receive external ‘Ready’ signal from
Steering System
PSW dubbed Quantity of the output control channels in use (discrete or analog):
- ‘Yes’ : 2 channels
- ‘No’ : 1 channel

Output meander Not applicable for Alphatron Marine AlphaPilot MFM (only used for
specific configurations). Default value is ‘No’.

2.4.4.1.1.1.2 Submenu ‘Rudder features 2’
This submenu is used to set parameters for control of steering actuators (continued).
Figure 47: Submenu ‘Rudder features 2’

Control releasing Default value is ‘No’.
Reserved for future configurations.
Smart wheel Default value is ‘No’.
Not applicable for Alphatron Marine AlphaPilot MFM (only used for
specific configurations).
Hot standby Default value is ‘No’.
Reserved for future configurations.
JP Mode Ctrl Default value is ‘No’.
FU by FB FU system operates on the error/mismatch between the set and
current rudder.
Default value is ‘No’. This value can be set to ‘Yes’ only be in rare
cases, when the invariant set steering hydraulic system can no longer
hold the steering wheel at a standstill and the wheel slowly moving
away from its specified value.
Custom function Option to activate tightening of rudder in FU mode when it goes to
Dead Zone:
Default value is ‘0.1’.
Curve changing Select multiple calibration tables:
- ‘Yes’ : 2 control curves are used
- ‘No’ : 1 control curve is used
Hdg Backup Default value is ‘No’.
BackUp to Zero Set rudders in zero position, in case of steering main modules
malfunction:
- ‘Yes’ or ‘No’. Default value is ‘Yes.

Ext Pwr Poll Default value is ‘No’.
Ext Pwr Cmn Default value is ‘No’.

2.4.4.1.1.1.3 Submenu ‘Controller settings’
This submenu is used for controller settings (command and feedback analog signal type).
Figure 48: Submenu ‘Controller settings’

AOUT 1 Type of the signal to a steering system (if applicable).
Parameter settings: ‘Volt’ or ‘mA’.
AOUT 2 Type of the signal to a steering system (if applicable).
AIN 1 and 2 Type of the feedback signal from the Steering System or RFU to the
port AIN1 and AIN2.
Refer to the project specifications and installation drawings for these
details.
menu).

2.4.4.1.1.2 Submenu ‘FB settings’
This submenu is used to calibrate a rudder feedback sensor and set related parameters.
Figure 49: Submenu ‘FB settings’

FB sensor Rudder feedback sensor type:
- ‘Hard’ : Hardware sensor (RFU or analog rudder feedback.
Compulsory for the steering direct control of solenoid or
proportional valves.
- ‘SinCos’ : Sin-cos sensor.
- ‘Soft’ : Software (program) sensor. If feedback data is not
available for autopilot from the steering system. Set rudder
scale will be equal to feedback rudder scale on the control
unit.
< FB calibr > Enter the submenu ‘FB calibr’. This submenu is used for RFU
calibration.
NOTE: This submenu is only accessible when the hardware is
connected to the system.
Start dead zone Mismatch value, when rudder starts to move in FU mode.
Value range: 0.1 – 2.0 degrees.
The less value means more accurate setting and more frequent valve
switching. Bigger value means medium accuracy and less
quantity/frequency of valve switching.
Recommendations:
If FFU rudder control is performed via ‘Bang-bang’ valves:
- Set start dead zone as 1.0 for the first trials.
- Set stop dead zone as 0.7 for the first trials.

If FFU rudder control is performed via proportional valves (their
amplifiers):
- Set start dead zone as 0.7 for the first trials.
- Set stop dead zone as 0.5 for the first trials.
If FFU rudder control is performed via existed Ship FFU steering

system:
- Set start dead zone as 0.6 - 0.8 for the first trials.
- Set stop dead zone as 0.5 (it doesn’t treat control signal).
The table below shows some cases of adjusted Start/Stop dead zones
according to the maximum vessel’s safe ROT. Dead zone should be
decreased to achieve the more accurate rudder commands on fast
turn vessels.
Maximum safe Maximum safe Maximum safe
ROT ROT, up to ROT, >
100°/min 300°/min
Start dead ~1.0 ~0.8 ~0.6
zone
Stop dead ~0.5 ~0.4 ~0.3
zone
Stop dead zone See ‘Start dead zone’

Max speed Maximum attainable rudder speed/maximum speed of rudder
shifting:
Value range: 001 – 009 (degrees per sec).
Average value is 004/005 in case of direct control of proportional
valves, when Output type parameter set as ‘Prop 1’.
Value 009 is recommended in all other cases of control via FU Steering
System.

2.4.4.1.1.2.1 Submenu ‘FB calibration’
This submenu is used for RFU calibration.
This submenu is only accessible when the hardware is connected to the system.

Code RFU Digital code from calibration table entry (0000-4095).
FB Rudder angle value from calibration table entry.
Entry Sequence number of current calibration table entry.
List >>> Browse the calibration table entries. Select this field using cursor and
use rotary knob on AlphaPilot MFM control unit to browse all table
entries.
Voltmeter mode Voltmeter Mode for checking the RFU signal.
Parameter values: ‘On’ or ‘Off’.
Add new Entry Enter the window ‘Add new Entry’. This window is used to add new
entries to the rudder feedback calibration table.
Reset Last Entry Reset last added entry from calibration table. It works only in new
table creation mode.
Reset table Reset entire calibration table. It works only in new table creation
mode.
Accept table Save entire calibration table in the permanent memory. It works only
in new table creation mode.
NOTES:
- At entry to this menu the previously added calibration table appears. Use ‘List >>>’ to browse
entries of this table. When browsing previously added table the ‘Old table’ label is indicated
in the second row of Menu title.
- As soon as the first entry is made using ‘Add new Entry’, the mode changes to ‘New Table
Creation’ mode. New ‘Table Creation mode’ is indicated in the second line of the menu title
by ‘New table’ label. Use ‘List >>>’ to browse the newly added table.
- The previously added table remains unchanged until a new table is saved using ‘Accept table’
function. When a new table is saved, the menu transfers to the previously added table
browsing mode.
- If a new table was created but not saved, all added entries of the new table will be lost at
exit.
In case where non-linearity between RFU signal and rudder angle is detected; the nonlinear interval
needs higher calibration resolution. It shall provide the calibration accuracy within 0.5 degree near
rudder neutral position and 1.5 degree near hard-over rudder position.

The Window ‘Add new Entry’ is used to add new entries to the rudder feedback calibration table.

Code RFU ADC code for calibration table entry (0000-4095).
FB Rudder angle value for calibration table entry.
St Dev Average deviation of RFU ADC code values measurements (based on
100 measurements). This value needs to be less than 10.
Entry New entry number in the calibration table.
Enter Set rudder angle and check RFU voltage value.
Accept Entry Save new entry in calibration table.
- Set rudder angle to 45 degrees Port side (for example) using NFU tiller or manually.
- Use the knob on AlphaPilot MFM control unit to set an accurate rudder angle value in ‘Enter
FB’ field. For example, first value is 45 degrees Port side.
- Keep cursor in the ‘Enter FB’ field and press knob to measure the current RFU ADC code,
which will be displayed in the ‘Code’ field. The corresponding rudder angle value is shown in
‘FB’ field. ‘St Dev’ field displays measurement inaccuracy. Maximum permissible inaccuracy is
10 ADC code values (‘St Dev’ field). Press knob several times to achieve ‘St dev’ less than 10.
- Move Cursor to ‘Accept Entry’ field and press knob. Repeat for the all rudder angle values.

2.4.4.1.1.3 Submenu ‘PCtrl settings’
This submenu is used to define and calibrate the order signals to the FU steering system
(proportional control to the required rudder angle).
This submenu is only accessible when the ‘Output type’ setting on submenu ‘Central rudder’ is set to
‘PCtrl’.
Figure 50: Submenu ‘PCtrl settings’

< Order calibr > Enter the submenu ‘Order calibr’. This submenu is used to calibrate
order signals to the steering system.
See Submenu ‘FB calibration’ on page 101. The submenu is similar.
This submenu is only accessible when the hardware is connected to
the system.
2.4.4.1.1.4 Submenu ‘Wheel calibration’

This submenu is used to calibrate an external wheel (optional).
This submenu is only accessible when the ‘Steering Wheel’ setting on menu ‘Docktrial’, submenu
‘External devices’ is set to ‘Yes’.

2.4.4.1.1.5 Submenu ‘Prop valve tuning’
This submenu is used to calibrate proportional or solenoid valves.
NOTE: Put the mode switch in AUTO position!
This submenu is only accessible when the ‘Output type’ setting on submenu ‘Central rudder’ is set to
‘Prop1’ or ‘Prop2’.
Figure 51: Submenu ‘Prop valve tuning’

Try open For proportional valves:
Try open: Value of a command at which valve is opened and rudder is
moving with the assigned speed. Use knob and press knob to enter
‘Try open’ value. Define the speed of the rudder movement after that.
‘Try open’ parameter should be augmented to increase the rudder
movement speed and vice versa.
Try close: Value of a command at which valve is closed and rudder
movement is stopped. Use knob and press knob to enter "Try close"
value. It’s necessary to define the greatest possible value at which
valve closing is
carried out.
Solenoid valves:
Setup following default parameters to control solenoid valves:
• Try open ‘Port’ : 100
• Try close ‘Port’ : 2000
• Prop factor : 90
• Try open ‘Stbd’ : 4000
• Try close ‘Stbd’ : 2100
• Prop factor : 90
Try close See ‘Try open’

Prop factor Opening ratio of valve depending on mismatch between set and
actual position of rudder.
Parameter values: ‘1 – 99’
Pump Parameter ‘Pump’ determines a channel (‘Pump 1’ or ‘Pump 2’) which
is selected for calibration.
For example, if 2 channels are used for adjustments of solenoid
control, first first channel should be adjusted as a ‘Pump 1’ (Try open,
Try closed, Prop factor) and after that the second channel ‘Pump 2’
should be also adjusted in the same way (Try open, Try closed, Prop
factor).
Parameter settings: ‘Pump1’, ‘Pump2’.
Presence of these menu items (‘Pump 1’) and (‘Pump 2’) depend on
configuration of the steering system, which is defined by the following
parameters: ‘Output type’ is set in ‘Prop1’ (See Menu ‘Central
rudder’). ‘PSW dubbed’ set as ‘Yes’ (See Menu ‘Rudder features 1’).
Direction Select the calibration direction: ‘Port’ or ‘Stbd’
Enter Preservation of the values in the non-volatile memory.
2.4.4.1.2 Submenu ‘Port rudder’

This submenu is used to set parameters for the Port steering system/rudder (when it concerns a
steering system with independent rudders).
Adjustments of parameter settings are carried out by the same way as for the Central rudder. For a
description of the menu items, refer to submenu ‘Central rudder’ (the menu items are identical).
2.4.4.1.3 Submenu ‘Stbd rudder’

This submenu is used to set parameters for the Starboard steering system/rudder (when it concerns
a steering system with independent rudders).
Adjustments of parameter settings are carried out by the same way as for the Central rudder. For a
description of the menu items, refer to submenu ‘Central rudder’ (the menu items are identical).

2.4.4.1.4 Submenu ‘Thrusters’
This submenu is used to set parameters for Bow, 2nd Bow or Stern tunnel thrusters.
Each thruster shall be connected to the AlphaPilot MFM system. Possible variations of the Low Speed
Heading control configurations of thrusters are presented in the figure below.
Figure 52: Bow thruster (left), 2 bow thrusters (middle), bow and stern thrusters (right)

< Bow > Enter the submenu ‘Bow’. This submenu is used to configure and
calibrate the Bow tunnel thruster.
< Stern > Enter the submenu ‘Stern’. This submenu is used to configure and
calibrate the Stern tunnel thruster.
See submenu ‘Stern’. The submenu is similar.
< Add > Enter the submenu ‘Add’.
Not used. Reserved in the case of an additional thruster.

2.4.4.1.4.1 Submenu ‘Bow thruster’
This submenu is used to configure and calibrate the Bow tunnel thruster.

X coord Thruster position (rectangular coordinate) from midship position on
centreline direction to Forward or Aft.
Parameter settings: +/- 00.0 - 99.9 (in meters)
Y coord Not used. Default value is ‘00.0’.
T max Maximum thrust of the thruster (in tons).
Parameter settings: ‘00.0 – 99.9’
NOTE: In case of absence of data, use the following information to
calculate ‘Tmax’:
1 Hp = 0,011
1 kW = 0,0148 ton
1 kN = 0,102 ton
AH min For FPP (Fixed Pitch Propeller) tunnel thrusters only:
This parameter means a minimal operating rpm (idle rpm) in
starboard direction of the thruster.
Parameter settings: ‘0 – 999’
AS min For FPP tunnel thrusters only:
This parameter means a minimal operating rpm (idle rpm) in portside
direction of the thruster.
K Balancing ratio/coefficient.
Parameter settings: ‘0.1 - 2.0’
Set ‘1.0’ by default.
This parameter can be changed automatically after balancing
procedure.
< Order settings > Enter the submenu ‘Order settings’. This submenu is used to perform
order calibration.
< FB settings > Enter the submenu ‘FB settings’. This submenu is used to perform
feedback calibration.
< Act features > Enter the submenu ‘Act features’. This submenu is used to set
features.

2.4.4.1.4.1.1 Submenu ‘Order settings’
This submenu is used to perform order calibration. NOTE: It is necessary to select a curve before the
order calibration procedure is started.

Curve Parameter settings: ‘Curve 1’ or ‘Curve 2’.
Note: Curve 1 is used for the autopilot system with the optional ‘Low
Speed Heading Control’
< Order calibr > See Submenu ‘FB calibration’ on page 101. The submenu is similar.
Description of the ‘Enter Ord’ scale:
- If the force allocated to the bow thruster leads the vessel Bow to the Port side, then the
order signals are located to the left of 0000 on the scale bar and have negative values
accordingly.
- If the force allocated to the bow thruster leads the vessel Bow to the Starboard side then the
order signals are located to the right of 0000 on the scale bar and have positive values, sign
‘+’ is omitted on the screen.
- PPM from Thrust should be used as calibration units if the type of the Bow/Stern Tunnel
Thruster is CPP (See below chapter "Actuator features").
Calibration Range: -1000‰…0…+1000 ‰ (ppm).
Example: - 1000 ‰ is the maximum thrust to Port side direction, and vice versa, +1000 ‰ is
the maximum thrust to Starboard side direction. СPP Thrust curve is necessary to have for
calibration purposes. Entered DAC code is equal to the Thrust in ppm, and corresponded
command signal in Volt or mA.
- RPM should be used if the type of the Bow/Stern Tunnel Thruster is FPP (See below chapter
"Actuator features").
Calibration Range: From Maximum rpm PS direction - Maximum rpm SB side direction.
Example: ‘-1000’ – ‘+1000’. Entered DAC code is equal to the rpm, and corresponded
command signal in Volt or mA.
2.4.4.1.4.1.2 Submenu ‘FB settings’

This submenu is used to perform feedback calibration.

2.4.4.1.4.1.3 Submenu ‘Act features’
This submenu is used to set features.

parameters.
parameters.
< Controller sett > Enter the submenu ‘Controller sett’.
< No Go RPM > Enter the submenu ‘No Go RPM’. This submenu is used to enter
forbidden rpm values.
2.4.4.1.4.1.3.1 Submenu ‘Features 1’

This submenu is used to set parameters.

Selection mode Operating mode of the ‘Select’ command from autopilot (Digital Out
port) to propulsion system.
Parameter settings:
00 – ‘Select’ contact is constantly closed by AP.
01 – 07 (in seconds) – ‘Select’ is operating as a pulse command; length
of the pulse is specified in seconds.
Clutch control Availability of ‘Clutch’ / ‘Direction’ digital control command from
autopilot to the propulsion control system.
Parameter settings:
- ‘No’ : No ‘Clutch’ / ‘Direction’ digital control command from
AP to tunnel thruster propulsion control system.
- ‘Yes’ : ‘Clutch’ / ‘Direction’ digital command is used for
connection to tunnel thruster propulsion control system.
Custom function Not applicable for Alphatron Marine AlphaPilot MFM.
CPP Set ‘Yes’ in case of CPP tunnel thruster or set ‘No’ for FPP tunnel
thruster.
Curve changing Not applicable for Alphatron Marine AlphaPilot MFM.
Troll in Not applicable for Alphatron Marine AlphaPilot MFM.
ReverseAzm Set ‘No’ for any tunnel thruster.
FBK Sel Meth Value of output signal when operator switched from STBY mode. ‘Yes’
sets the output signal is equal to the feedback sensor. ‘No’ - zero
signal.
FBK Rel Meth Value of output signal when operator switched in STBY mode. ‘Yes’
sets the output signal is equal to the feedback sensor. ‘No’ - zero
signal.

2.4.4.1.4.1.3.2 Submenu ‘Features 2’
This submenu is used to set thruster parameters.

Reselect Repeated sending command ‘Select’ without signal ‘Ready’.
Contr releasing Not applicable for Alphatron Marine AlphaPilot MFM.
Always select ‘No’.
2.4.4.1.4.2 Submenu ‘Stern thruster’

This submenu is used to configure and calibrate the Stern tunnel thruster.
See Submenu ‘Bow thruster’ on page 107. The submenu is similar.

2.4.4.1.5 Submenu ‘Propulsions’
This submenu is used to set parameters for the engines (main propulsions).

< Central > Enter the submenu ‘Central’. This submenu is used for configuration
and calibration of the propulsion system with a single engine.
< Port > Enter the submenu ‘Port’. This submenu is used for configuration and
calibration the PS engine.
See submenu ‘Central’. The submenu is similar.
< Stbd > Enter the submenu ‘Stbd’. This submenu is used for configuration and
calibration of the SB engine.

2.4.4.1.5.1.1 Submenu ‘Central’
This submenu is used for configuration and calibration of the propulsion system with a single engine.

X coord Propeller position (rectangular coordinate) from midship position on
centreline direction to Aft.
Y coord Propeller position (rectangular coordinate) along transverse axis.
T max Maximum thrust of the engine (in tons).
Parameter settings: ‘00.0 – 99.9’
NOTE: In case of absence of data, use the following information to
calculate ‘Tmax’:
1 Hp = 0,013
1 kW = 0,0174 ton
1 kN = 0,102 ton
AH min For FPP (Fixed Pitch Propeller) engines only:
This parameter means a minimal operating rpm (idle rpm) in ahead
direction of the engine.
AS min For FPP engines only:
This parameter means a minimal operating rpm (idle rpm) in astern
direction of the engine.
K AH Balancing coefficient.
Set ‘1.0’ by default.
K AS Balancing coefficient.
Set correct value (~70% from the "K AH" value). This parameter
should be properly calculated for FPP or CPP engines (using
different formulas accordingly).
< Order settings > Enter the submenu ‘Order settings’. This submenu is used to perform
order calibration. See Submenu ‘Order settings’ at Submenu ‘Bow
thruster’ on page 108. The submenu is similar.
< FB settings > Enter the submenu ‘FB settings’. This submenu is used to perform
feedback calibration. See Submenu ‘FB settings’ at Submenu ‘Bow
thruster’ on page 108. The submenu is similar.
< Act features > Enter the submenu ‘Act features’. This submenu is used to set
features. See Submenu ‘Act features’ at Submenu ‘Bow thruster’ on
page 109. The submenu is similar.

2.4.4.1.5.1.2 Submenu ‘Port’
This submenu is used for configuration and calibration the PS engine. See submenu ‘Central’. The
submenu is similar.
2.4.4.1.5.1.3 Submenu ‘Stbd’

This submenu is used for configuration and calibration of the SB engine. See submenu ‘Central’. The
submenu is similar.

2.4.4.1.6 Submenu ‘Z-Drives’
This submenu is used to set parameters for the Z-Drive or Azimuth thruster.

< Central > Enter the submenu ‘Central’. This submenu is used for configuration
and calibration of the fore and aft Azimuth thruster or Z-Drive
(central, located on the midship line).
< Port > Enter the submenu ‘Port’. This submenu is used for configuration and
calibration of the PS stern Azimuth thruster or Z-Drive.
< Stbd > Enter the submenu ‘Stbd’. This submenu is used for configuration and
calibration of the SB stern Azimuth thruster or Z-Drive.

2.4.4.1.6.1.1 Submenu ‘Central’
This submenu is used for configuration and calibration of the fore and aft Azimuth thruster or Z-Drive
(central, located on the midship line).

< Steering > Setup and Calibration steering.
< Mover > Setup and Calibration Mover.
2.4.4.1.6.1.2 Submenu ‘Port’

This submenu is used for configuration and calibration of the PS stern Azimuth thruster or Z-Drive.
2.4.4.1.6.1.3 Submenu ‘Stbd’

This submenu is used for configuration and calibration of the SB stern Azimuth thruster or Z-Drive.
2.4.4.1.7 Submenu ‘BackUp’


2.4.4.2 Submenu ‘Autopilot’
This submenu is used to perform the autopilot tuning and balancing procedures.
Figure 53: Submenu ‘Autopilot’

< AP tuning > Enter the submenu ‘AP tuning’. This submenu is used for autopilot
(AP) autotuning.
< TCS tuning > Enter the submenu ‘TCS tuning’. This submenu is used for autopilot
TCS auto tuning.
< Common data > Enter the submenu ‘Common data’. This submenu is used to view and
adjust common data (parameters which are defined after JP tuning 1
& 2 auto tuning).
< Curves settings > Enter the submenu ‘Curves settings’.
< JP tuning 1 > Enter the submenu ‘JP tuning 1’. This submenu is used for autopilot
Low Speed Heading Control autotuning, and automatically determines
the tuning coefficients for a bow tunnel thruster.
< JP tuning 2 > Enter the submenu ‘JP tuning 2’. This submenu is used for autopilot
Low Speed Heading Control autotuning, and automatically determines
the tuning coefficients for a second bow or stern tunnel thruster.

2.4.4.2.1 Submenu ‘AP tuning’
This submenu is used for autopilot (AP) autotuning. Refer to section ‘Commissioning and testing’ for
the procedure.
Figure 54: Submenu ‘AP tuning’

Param1* Parameter to control vessel.
Param2* Parameter to control vessel.
NOTE: If the value is higher than 4, then the vessel is considered
‘unstable’.
Damper* Parameter to control vessel.
NOTE: Do not change the default value!
Loading Parameter to set to the actual condition (draft) of the vessel in which
the autotuning procedure is (or was) carried out:
- Ballast
- Half
- Full
The user can not adjust this setting. The user can only set a draft
deviation to this parameter (in meters) in the operation menu, to
compensate for the change in manoeuvrability of the ship depending
on the (varying) draft of the ship.
NOTE: This parameter is relevant only for vessels with highly variable
draft depending on loading (tankers, chemical carriers, bulk carriers,
barges, etc.). This parameter should not be used for vessels with a
change in draught of less than 50%.
NOTE: It is required to have the permissible range of vessel draught
entered in the system prior to autotuning with loading condition, see
parameter ‘Draft Delta’ in Submenu ‘Parameters’ on page 88.
NOTE: Password is required.
Speed* Speed in which autotuning procedure is (or was) carried out.

NOTE: Note the sensor readings during autotuning (in knots).
Rudder The value of rudder, which the system will use for manoeuvres.
Determine the value, depending on the maximum rate of turn of vessel:
- for W max < 60, set parameter to ‘12’
- for W max : 60 - 100, set parameter to ‘10’
- for W max > 350, set parameter to ‘4’
Sens Min* The minimum value of sensitivity coefficient in operation mode of
autopilot.
Sens Max* The maximum value of sensitivity coefficient in operation mode of
autopilot.
menu).
Auto tuning Start autotuning.
Follow the procedure provided in subsection AP tuning (of autopilot)
on page 54!
*Parameter is determined during autotuning and set automatically.

2.4.4.2.2 Submenu ‘TCS tuning’
This submenu is used for autopilot TCS autotuning. Refer to section ‘Commissioning and testing’,
subsection ‘TCS tuning’ on page 56 for the procedure. This submenu is normally not needed,
although available for some unstable vessels. It contains extra parameters.
Figure 55: Submenu ‘TCS tuning’

Drift* The value which characterizes of vessel drift-way at shifting of rudder.
Half Drift* TBD
D Speed* Velocity value during manoeuvring (during autotuning).
Speed* The speed of the vessel at the time that autotune was started. It is
taken from the readings of the sensors.
Set ROT The angular velocity (i.e. value of rudder) in degrees, which the
system will use in manoeuvres, and during autotuning.
Determine the value, depending on the parameter maximum ship

angular velocity:
- for W max < 60, set parameter to ‘30’
- for W max : > 250, set parameter to ‘120’
ParamT* Parameter for Track (Category C).
NOTE: Do not change the default value!
ROT W* This parameter affects the start time of the turn when following the
track. The larger the value, the sooner the turn on the new turn.
Predict W* Parameter effects on moment of exit from turn while following track.
The higher the value, the sooner the exit from the turn will start
on the new turn.
Track Rudd Limit AP or Off. Rudder limit in Track control mode Cat. C. It enables a
setting in operator menu to limit the rudder in Track control mode
Cat. C.

NOTE: Cat. A & B always have this parameter shown in the operator
menu.
menu).
Auto tuning Start autotuning.
Follow the procedure provided in subsection TCS tuning on page 56!

2.4.4.2.3 Submenu ‘Common data’
This submenu is used to view and adjust common data (parameters which are defined after JP tuning
1 & 2 auto tuning).
Figure 56: Submenu ‘Common data’

Tw Parameter is defined after JP tuning 1 & 2 auto tuning.
Tx Parameter is defined after JP tuning 1 & 2 auto tuning.
Ty Parameter is defined after JP tuning 1 & 2 auto tuning.
ParamHC Parameter is defined after JP tuning 1 & 2 auto tuning.
ParamFl Parameter is defined after JP tuning 1 & 2 auto tuning.
Range X Parameter is defined after JP tuning 1 & 2 auto tuning.
Range Y Parameter is defined after JP tuning 1 & 2 auto tuning.
Tvy Parameter is defined after JP tuning 1 & 2 auto tuning.
Twf Parameter is defined after JP tuning 1 & 2 auto tuning.
Password The menu items cannot be changed without a password. Enter the
menu).

2.4.4.2.4 Submenu ‘Curves settings’
Figure 57: Submenu ‘Curves settings’

2.4.4.2.5 Submenu ‘JP tuning 1’
This submenu is used for autopilot Low Speed Heading Control autotuning, and automatically
determines the tuning coefficients for a bow tunnel thruster.
Refer to section ‘Commissioning and testing’ for the procedure.
Figure 58: Submenu ‘JP tuning 1’

ROT thrust*
Force thrust Default ‘50’. Thrust (in percent) at which heading can be controlled
manually in NFU/FU modes.
Vy thrust*
Heading Sens*
menu).
Auto tuning

2.4.4.2.6 Submenu ‘JP tuning 2’
This submenu is used for autopilot Low Speed Heading Control autotuning, and automatically
determines the tuning coefficients for a second bow or stern tunnel thruster.
Refer to section ‘Commissioning and testing’ for the procedure.
Figure 59: Submenu ‘JP tuning 2’

ROT thrust
Force thrust
Vy thrust
Recalc
menu).
Auto tuning

2.4.5 Submenu ‘Controllers ID’
This submenu is used to view software versions and serial numbers of installed controllers (shown
when the installed controller is online, information received via Canbus).
Figure 60: Submenu ‘Controllers ID’

< APM ID > Enter the submenu ‘APM ID’. This submenu shows the software
version and serial number of the main processor.
Note that the label on the Bottom PCB contains the serial number of
the main processor.
< APP ID > Enter the submenu ‘APP ID’. This submenu shows the software
version and serial number of the steering, propulsion, thruster, and
override controller.
< APR ID > Not applicable for Alphatron Marine AlphaPilot MFM.
< APH ID > Enter the submenu ‘APH ID’. This submenu shows the software
version and serial number of the MFM control units.
< APA ID > Not applicable for Alphatron Marine AlphaPilot MFM (this submenu
showed the software version and serial number of the steering gear
control module APA3000 PCB (applicable for old configurations only)).

2.4.5.1 Submenu ‘APM ID’
Figure 61: Submenu ‘APM ID’
2.4.5.2 Submenu ‘APP ID’

See Submenu ‘APM ID’. The submenu is similar.
2.4.5.3 Submenu ‘APH ID’

See Submenu ‘APM ID’. The submenu is similar.

2.4.6 Submenu ‘Advanced’
This submenu is used to configure network settings and other advanced docktrial settings.
Figure 62: Submenu ‘Advanced’

Station Lockout Select the control transfer method in AlphaPilot network:
- ‘Off’ : Should be used for the standalone configuration with
the one AlphaPilot MFM.
- ‘Def’ : Default method. Immediate take-over (control
transfer) between network AlphaPilot MFM control units.
- ‘Conv’ : Conventional method. First ‘give’ control, and then
take control the new AlphaPilot MFM control unit.
- ‘Ext’ - Not applicable for Alphatron Marine AlphaPilot MFM.
Mechanical switch is used.
GPS resolution GPS precision:
- ‘Low’: Default; Position resolution from GPS is equal or less
than 00,0000’ in minutes (e.g. 35 34.432’N or 45 45.4532’S).
- ‘High’: Position resolution from GPS is more than 00,0000’ in
minutes (e.g. 35 34.43245’ N).
Ready Timeout Waiting time for the incoming ‘Ready’ signals from connected
actuators (e.g. Engines, Thrusters, and Azimuth Z-Drives).
Parameter settings: ‘3 – 20’ (seconds).
NOTE: Set value ‘3’ seconds by default.
Appointed St Appointed station:
- ‘P HS’ : Override control back to Pilot House MFM control unit
after switching to STBY mode (i.e. via Steering Mode
Selector). It is working for the Station Lockout – ‘Def’ and
‘Conv’ modes only.
- ‘None’: Latest master MFM control unit will be active/in
control after switching to STBY mode (i.e. via Steering Mode
Selector).

< Low Speed TCS > Enter the submenu ‘Low Speed TCS’.
This submenu is reserved for future configurations.
DINPOS Approval Indication of integrity of data sources. Parameter settings: ‘On’, ‘Off’.
Set ‘On’ if use under DINPOS Class.
Not applicable for Alphatron Marine AlphaPilot MFM. For Joystick
pilot.
Language Language of user interface.
Parameter settings: ‘English’, ‘Russian’.
< Alarm Log > Enter the submenu ‘Alarm Log’. This submenu is used by software
engineers in case of system issues. It is a datalogger for alerts.
Extended Menu Select ‘On’ to allow the user to access the Advanced menu by long
pressing the MENU button.
Parameter settings: ‘On’, ‘Off’.
External Dimmer Custom function. Control console takes analog signal to set brightness
level. Default value is ‘Off’.
Not (yet) applicable for Alphatron Marine.
menu).
2.4.6.1 Submenu ‘Low Speed TCS’

2.4.6.2 Submenu ‘Alarm Log’

This submenu is used by software engineers in case of system issues. It is a datalogger for alerts.
Figure 63: Submenu ‘Alarm Log’

3 Troubleshooting
3.1 Alert messages
When an abnormal condition has arisen, then the autopilot generates an audible alert, and an alert
message is displayed on the AlphaPilot MFM control unit. Press the information area to access the
Alerts list. The Alerts list shows more detailed information about the alert, such as the Alert ID.
All alerts, category and escalation, are described in Appendix E: Alphatron MFM Alerts.
To view all alerts in the log, see Submenu ‘Alarm Log’ of
129 | Troubleshooting
Submenu ‘Advanced’ on page 128.
NOTE: It is also possible to open the ‘Alarm Log’ while the AlphaPilot MFM control unit is in
operational state. In Standby (S) mode, push and hold the rotary knob, then press and hold the ‘Alert
symbol’.
3.2 Power failure

AlphaPilot MFM uses two independent power supply sources for redundancy.
- A single power supply failure will cause an alert on the AlphaPilot MFM control unit.
- Failure to both power supplies shall cause an alarm, activated by an external CAM system.
NOTE: The CAM system must be configured to initiate an alert if there is no HBT message
from HCS for more than 30 seconds.
- NOTE: In the absence of an external CAM system, the relay output DO4M of the MCU Box
shall be configured as ‘Sys Fail’ and connected to an external alert unit that shall initiate the
required HCS power fail alarm. All connections are shown in connection diagrams. For
configuring the relay outputs, see ‘Submenu ‘Interface Relays Configuration’ of Submenu
‘Interface’ on page 77.
3.3 Input Data Control

The excess of data age that is set for each value is a sensor failure criterion. Age of message (data) is
calculated as a difference between current computer time and time of data acceptance. Data Age is
reset when new adequate data is received, and new time of data acceptance is set (update moment).
Data is considered as "inadequate" in the following cases: Incoming message format is corrupted, or
check sum failure is detected (for serial ports):
- Parameter permissible values are exceeded;

- Parameter increment value is exceeded.
In case the incoming data is defined as inadequate, the time of the message receipt is not updated,
and the previous data remains unchanged. In case the data age exceeds the value set for each
sensor, alert is generated. Autopilot response to sensor failure depends on sensor type and operating
mode.
3.4 Steering gear / Thruster control failure
The ‘STEERING GEAR FAILURE’ can appear because of the following:
- RFU failure
- Hardware Feedback signal from Steering System or Rudder Feedback Unit does not respond
to discrepancy between set and current rudder values
- The required and actual direction of rudder movement disagrees
- ‘Ready’ signal from steering system or from tunnel thruster(s) is lost
Appendices
Appendix A1: Specification - AlphaPilot MFM control unit
Box Contents upon Delivery Display Specifications

AlphaPilot MFM 3104.0648 grey / 3104.0650 black High quality TFT Touch screen 5"
Mounting bracket Pixels 480 x 640 (aspect ratio 3:4)
Template for cut-outs Orientation Horizontal
Light intensity Max. brightness 500 cd/m2
Physical Dimensions
Dimensions (WxHxD) 160x180x72 mm Input/Output Signals
(6.30x7.09x2.84") COM 1 (IEC 61162-1) NMEA Modbus Rx/Tx
Panel cut-out (WxH) 138x172 mm (4.84x6.77") isolated
Weight 1.2 kg (2.65 lbs) COM 2 (IEC 61162-1) NMEA Modbus Rx/Tx
isolated
Power Specifications COM 3 (IEC 61162-1) NMEA Modbus Rx/Tx
Power supply 24 VDC input +/- 20% (Single isolated
source) CAN 1 (IEC 61162-3) NMEA Canbus Rx/Tx
Protection Reverse polarity protection CAN 2 (IEC 61162-3) NMEA Canbus Rx/Tx
USB port (Micro) Not used
Operating Conditions Alert output NO contact (potential free)
Operating temperature -25°C to +55°C1
Operating humidity Up to 95% (at 40°C) Norms/Standards
Storage temperature 25°C to +70°C IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
Storage humidity Up to 95% (at 40°C) (2008)
IP rating IP56 front / IP22 back DNVGL-CG-0339 DNV GL
Compass safe distance Std: 30 cm / Steering: 15 cm IEC 61162 series NMEA Definitions
IEC 62288 (2014)
Environmental according to DNVGL-CG-0339 Table 1
Temperature Class D Available Accessories
Humidity Class B MFM IP56 Kit 3698.0018
Vibration Class A
EMC compatibility Class B
Enclosure Class C
1
Although the test conditions for bridge units provide for a maximum operation temperature of 55°C, continuous operation of all
electronic components should, if possible, take place at ambient temperature of 25°C. This is necessary for a long life and low service costs.
132 | Appendices
Appendix A2: Specification - AlphaTrackPilot MFM control unit
Box Contents upon Delivery Display Specifications

AlphaTrackPilot MFM 3104.0692 grey / 3104.0694 black High quality TFT Touch screen 5"
Mounting bracket Pixels 480 x 640 (aspect ratio 3:4)
Template for cut-outs Orientation Horizontal
Light intensity Max. brightness 500 cd/m2
Physical Dimensions
Dimensions (WxHxD) 160x180x72 mm Input/Output Signals
(6.30x7.09x2.84") COM 1 (IEC 61162-1) NMEA Modbus Rx/Tx
Panel cut-out (WxH) 138x172 mm (4.84x6.77") isolated
Weight 1.2 kg (2.65 lbs) COM 2 (IEC 61162-1) NMEA Modbus Rx/Tx
isolated
Power Specifications COM 3 (IEC 61162-1) NMEA Modbus Rx/Tx
Power supply 24 VDC input +/- 20% (Single isolated
USB port (Micro) Not used
Operating Conditions Alert output NO contact (potential free)
Operating humidity Up to 95% (at 40°C) Norms/Standards
Storage temperature 25°C to +70°C IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
Storage humidity Up to 95% (at 40°C) (2008)
IP rating IP56 front / IP22 back DNVGL-CG-0339 DNV GL
Compass safe distance Std: 30 cm / Steering: 15 cm IEC 61162 series NMEA Definitions
IEC 62288 (2014)
Temperature Class D Available Accessories
Humidity Class B MFM IP56 Kit 3698.0018
Vibration Class A
Enclosure Class C
2
133 | Appendices
Appendix A3: Specification - Handwheel SR
Box Contents upon Delivery Input/Output Signals

Handwheel SR 3104.0700 grey / 3104.0702 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
Mounting bracket isolated
Studs (6 pcs) CAN 1 (IEC 61162-3) NMEA Canbus Rx/Tx
Template for cut-outs CAN 2 (IEC 61162-3) NMEA Canbus Rx/Tx
Physical Dimensions Norms/Standards

Dimensions (WxHxD) 158x180x73 mm IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
(6.22x7.09x2.88") (2008)
Panel cut-out (WxH) 138x150 mm (5.44x5.91") DNVGL-CG-0339 DNV GL
Weight 1.8 kg (3.97 lbs) IEC 61162 series NMEA Definitions
Power Specifications Available Accessories

Power supply 24 VDC input +/- 20% (Single MFS IP56 Kit 3698.0016
source)
Protection Reverse polarity protection
Operating Conditions
Operating humidity Up to 95% (at 40°C)
Storage temperature 25°C to +70°C
Storage humidity Up to 95% (at 40°C)
IP rating IP56 front / IP22 back
Compass safe distance Std: 30 cm / Steering: 15 cm

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
3
134 | Appendices
Appendix A4: Specification - Handwheel TR

Handwheel TR 3104.0704 grey / 3104.0706 black Rudder 1
Mounting bracket COM (IEC 61162-1) NMEA Modbus Rx/Tx
Studs (6 pcs) isolated
CAN 2 (IEC 61162-3) NMEA Canbus Rx/Tx
Physical Dimensions Rudder 2
Dimensions (WxHxD) 158x180x73 mm COM (IEC 61162-1) NMEA Modbus Rx/Tx
(6.22x7.09x2.88") isolated
Panel cut-out (WxH) 138x150 mm (5.44x5.91") CAN 1 (IEC 61162-3) NMEA Canbus Rx/Tx
Weight 1.8 kg (3.97 lbs) CAN 2 (IEC 61162-3) NMEA Canbus Rx/Tx
Power Specifications Norms/Standards

Power supply 24 VDC input +/- 20% (Single IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
source) (2008)
Protection Reverse polarity protection DNVGL-CG-0339 DNV GL
IEC 61162 series NMEA Definitions
Operating temperature -25°C to +55°C4 Available Accessories
Operating humidity Up to 95% (at 40°C) MFS IP56 Kit 3698.0016

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
4
135 | Appendices
Appendix A5: Specification - FU Tiller (standard type)

FU Tiller 3104.0674 grey / 3104.0676 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
Physical Dimensions
Dimensions (WxHxD) 96x180x82 mm Norms/Standards
(3.78x7.09x3.23") IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
Panel cut-out (WxH) 90x160 mm (3.54x6.23") (2008)
Weight 0.8 kg (1.77 lbs) DNVGL-CG-0339 DNV GL
Power Specifications
Power supply 24 VDC input +/- 20% (Single Available Accessories
source) MFS IP56 Kit 3698.0016

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
5
136 | Appendices
Appendix A6: Specification - FU Tiller ROT

FU Tiller ROT 3104.0682 grey / 3104.0684 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
Physical Dimensions

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
6
137 | Appendices
Appendix A7: Specification - FU Tiller S/I

FU Tiller S/I 3104.0678 grey / 3104.0680 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
Physical Dimensions

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
7
138 | Appendices
Appendix A8: Specification - NFU Tiller

NFU Tiller 3104.0668 grey / 3104.0670 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
Physical Dimensions Steering Gear 1 output NO contact (potential free)
Dimensions (WxHxD) 96x180x82 mm Steering Gear 2 output NO contact (potential free)
(3.78x7.09x3.23")
Panel cut-out (WxH) 90x160 mm (3.54x6.23") Norms/Standards
Weight 0.8 kg (1.77 lbs) IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
(2008)
Power Specifications DNVGL-CG-0339 DNV GL
Power supply 24 VDC input +/- 20% (Single IEC 61162 series NMEA Definitions
source)
Protection Reverse polarity protection Available Accessories
MFS IP56 Kit 3698.0016

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
8
139 | Appendices
Appendix A9: Specification - Mode Switch 2 Pos

Mode Switch 2 Pos 3104.0660 grey / 3104.0662 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
(3.78x7.09x3.23")
(2008)
source)
MFS IP56 Kit 3698.0016

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
9
140 | Appendices
Appendix A10: Specification - Mode Switch 3 Pos

Mode Switch 3 Pos 3104.0664 grey / 3104.0666 black COM (IEC 61162-1) NMEA Modbus Rx/Tx
(3.78x7.09x3.23")
(2008)
source)
MFS IP56 Kit 3698.0016

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
10
141 | Appendices
Appendix A11: Specification - MCU Box

MCU Box 3104.0652 Analog input (2x)
Digital input (2x)
Physical Dimensions Digital output (3x NO
Dimensions (WxHxD) 330x263x85 mm and 2x NO or NC)
(12.99x10.35x3.35") NMEA input/output NMEA Modbus Rx/Tx
Weight 3.5 kg (7.72 lbs) (ECDIS, BAM, VDR)
NMEA input NMEA Modbus Rx/Tx
Power Specifications (GYRO 1 & 2, WIND,
Power supply 24 VDC input +/- 20% (Single GPS, LOG, reserve)
Danfoss valve output
Operating Conditions (2x)
Operating temperature -25°C to +55°C11 Bang-bang valve output
Operating humidity Up to 95% (at 40°C) (2x)
Storage temperature 25°C to +70°C Proportional valve 0...10 V, +/-10V or 4...20mA
Storage humidity Up to 95% (at 40°C) output (2x)
IP rating IP44 Mode selector input
Compass safe distance Std: 90 cm / Steering: 50 cm Steering gear ready
input
Environmental according to DNVGL-CG-0339 Table 1 Thruster proportional 0...10 V, +/-10V or 4...20mA
Temperature Class D commands (1x)
Humidity Class B Rudder proportional 0...10 V, +/-10V or 4...20mA
Vibration Class A commands (2x)
Enclosure Class C Norms/Standards
IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
(2008)
DNVGL-CG-0339 DNV GL
11
142 | Appendices
Appendix A12: Specification - MCU MS Box
Box Contents upon Delivery Norms/Standards

MCU MS Box 3104.0654 IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
(2008)
Physical Dimensions DNVGL-CG-0339 DNV GL
Dimensions (WxHxD) 440x263x85 mm IEC 61162 series NMEA Definitions
(17.32x10.35x3.35")
Weight 5.5 kg (12.13 lbs)
Power supply 24 VDC input +/- 20% (Single
source)
IP rating IP44

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
12
143 | Appendices
Appendix A13: Specification - ACU Box

ACU Box 3104.0656 IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
(2008)
(12.99x10.35x3.35")
source)
IP rating IP44

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
13
144 | Appendices
Appendix A14: Specification - ACU MS Box

ACU MS Box 3104.0658 IEC 60945 (2002) Incl. IEC 60945 Corrigendum 1
(2008)
(17.32x10.35x3.35")
source)
IP rating IP44

Temperature Class D
Humidity Class B
Vibration Class A
Enclosure Class C
14
145 | Appendices
Appendix B1: Mechanical drawings - AlphaPilot MFM control unit
146 | Appendices
Appendix B2: Mechanical drawings - AlphaTrackPilot MFM control unit
147 | Appendices
Appendix B3: Mechanical drawings - Handwheel SR
148 | Appendices
Appendix B4: Mechanical drawings - Handwheel TR
149 | Appendices
Appendix B5: Mechanical drawings - FU Tiller (standard type)
150 | Appendices
Appendix B6: Mechanical drawings - FU Tiller ROT
151 | Appendices
Appendix B7: Mechanical drawings - FU Tiller S/I
152 | Appendices
Appendix B8: Mechanical drawings - NFU Tiller
153 | Appendices
Appendix B9: Mechanical drawings - Mode Switch 2 Pos
154 | Appendices
Appendix B10: Mechanical drawings - Mode Switch 3 Pos
155 | Appendices
Appendix B11: Mechanical drawing - MCU Box / ACU Box
156 | Appendices
Appendix B12: Mechanical drawing - MCU MS Box / ACU MS Box
157 | Appendices
Appendix B13: Mechanical drawing - RFU MD with linkage transmission
158 | Appendices
Appendix B14: Mechanical drawing - RFU MD with chain transmission
159 | Appendices
Appendix B15: Mechanical drawing - RFU HD with linkage transmission
160 | Appendices
Appendix B16: Mechanical drawing - RFU HD with chain transmission
161 | Appendices
Appendix C1: Description of electrical connections - AlphaPilot MFM control unit
Connector Contact Short Description of contact Purpose of Cable

connection specification
+ 24V 24 Vdc - Positive See cable
P11 Power
- 0V 0 Vdc - Negative diagram
1 COM 1 TX+ RS 422 port 1 out - Transmitter pos.
2 COM 1 TX- RS 422 port 1 out - Transmitter neg. See cable
3 COM 1 RX+ RS 422 port 1 in - Transmitter pos. diagram
4 COM 1 RX- RS 422 port 1 in - Transmitter neg.
P19
1 CAN 1 H IN Canbus 1 High
System See cable
2 CAN 1 GND Canbus 1 Isolated Ground
communication diagram
3 CAN 1 L IN Canbus 1 Low
P12 See cable
5 CAN 2 GND Canbus 2 Isolated Ground Local dimming
diagram
7 C Relay contact – common See cable
8 NO Relay contact – normally opened diagram
162 | Appendices
Appendix C2: Description of electrical connections - AlphaTrackPilot MFM control unit

P11 Power
P19
System See cable
P12 See cable
diagram
7 C Relay contact – common See cable
8 NO Relay contact – normally opened diagram
163 | Appendices
Appendix C3: Description of electrical connections - Handwheel SR

P1 Power
System See cable
See cable
P2 diagram
7 RS 422 TX+ RS 422 out - Transmitter positive
8 RS 422 TX- RS 422 out - Transmitter negative See cable
9 RS 422 RX+ RS 422 in - Receiver positive diagram
10 RS 422 RX- RS 422 in - Receiver negative
1 NC Not used
2 NC Not used
3 NC Not used
4 NC Not used
P3 - -
5 NC Not used
6 NC Not used
7 NC Not used
8 NC Not used
164 | Appendices
Appendix C4: Description of electrical connections - Handwheel TR

+ 24V Rudder 1 - 24 Vdc - Positive Rudder 1 - See cable
P1
- 0V Rudder 1 - 0 Vdc - Negative Power diagram
1 CAN 1 H IN Rudder 1 - Canbus 1 High Rudder 1 -
See cable
2 CAN 1 GND Rudder 1 - Canbus 1 Isolated Ground System
diagram
3 CAN 1 L IN Rudder 1 - Canbus 1 Low communication
4 CAN 2 H IN Rudder 1 - Canbus 2 High
Rudder 1 - Local See cable
5 CAN 2 GND Rudder 1 - Canbus 2 Isolated Ground
dimming diagram
6 CAN 2 L IN Rudder 1 - Canbus 2 Low
P2 Rudder 1 - RS 422 out - Transmitter
7 RS 422 TX+
positive
Rudder 1 - RS 422 out - Transmitter
8 RS 422 TX- See cable
negative
diagram
9 RS 422 RX+ Rudder 1 - RS 422 in - Receiver positive
Rudder 1 - RS 422 in - Receiver
10 RS 422 RX-
negative
1 NC Not used
2 NC Not used
3 NC Not used
4 NC Not used
P3 - -
5 NC Not used
6 NC Not used
7 NC Not used
8 NC Not used
+ 24V Rudder 2 - 24 Vdc - Positive Rudder 2 - See cable
P4
- 0V Rudder 2 - 0 Vdc - Negative Power diagram
1 CAN 1 H IN Rudder 2 - Canbus 1 High Rudder 2 -
See cable
2 CAN 1 GND Rudder 2 - Canbus 1 Isolated Ground System
diagram
3 CAN 1 L IN Rudder 2 - Canbus 1 Low communication
4 CAN 2 H IN Rudder 2 - Canbus 2 High
Rudder 2 - Local See cable
5 CAN 2 GND Rudder 2 - Canbus 2 Isolated Ground
dimming diagram
6 CAN 2 L IN Rudder 2 - Canbus 2 Low
P5 Rudder 2 - RS 422 out - Transmitter
7 RS 422 TX+
positive
Rudder 2 - RS 422 out - Transmitter
8 RS 422 TX- See cable
negative
diagram
9 RS 422 RX+ Rudder 2 - RS 422 in - Receiver positive
Rudder 2 - RS 422 in - Receiver
10 RS 422 RX-
negative
1 NC Not used
2 NC Not used
3 NC Not used
4 NC Not used
P6 - -
5 NC Not used
6 NC Not used
7 NC Not used
8 NC Not used
165 | Appendices
Appendix C5: Description of electrical connections - FU Tiller (standard type)

P1 Power
System See cable
See cable
P2 diagram
8 RS 422 TX- RS 422 out - Transmitter negative
Not applicable Not applicable
9 RS 422 RX+ RS 422 in - Receiver positive
1 NC Not used
2 NC Not used
3 NC Not used
4 NC Not used
P3 - -
5 NC Not used
6 NC Not used
7 NC Not used
8 NC Not used
166 | Appendices
Appendix C6: Description of electrical connections - FU Tiller ROT

P1 Power
System See cable
See cable
P2 diagram
8 RS 422 TX- RS 422 out - Transmitter negative
Not applicable Not applicable
9 RS 422 RX+ RS 422 in - Receiver positive
1 NC Not used
2 NC Not used
3 NC Not used
4 NC Not used
P3 - -
5 NC Not used
6 NC Not used
7 NC Not used
8 NC Not used
167 | Appendices
Appendix C7: Description of electrical connections - FU Tiller S/I

P1 Power
System See cable
See cable
P2 diagram
7 RS 422 TX+ RS 422 out - Transmitter positive Communication
8 RS 422 TX- RS 422 out - Transmitter negative between See cable
9 RS 422 RX+ RS 422 in - Receiver positive internal PCB’s diagram
10 RS 422 RX- RS 422 in - Receiver negative (master/slave)
1 NC Not used
2 NC Not used
3 NC Not used
4 NC Not used
P3 - -
5 NC Not used
6 NC Not used
7 NC Not used
8 NC Not used
168 | Appendices
Appendix C8: Description of electrical connections - NFU Tiller

P1 Power
System See cable
See cable
P2 diagram
Contact for ‘Steering Gear 1 – Steer
1 P1
PORT’
See cable
2 S1 diagram
STBD’
3 C1 Common contact for ‘Steering Gear 1’
P3 4 P2
PORT’
See cable
5 S2 diagram
STBD’
7 NC Not used - -
8 NC Not used - -
169 | Appendices
Appendix C9: Description of electrical connections - Mode Switch 2 Pos

P1 Power
System See cable
See cable
P2 diagram
Contact for ‘Steering Gear 1 - NFU
1 N1
mode selected’ Mode selection
2 NC Not used for ‘Steering See cable
Contact for ‘Steering Gear 1 - gear 1 – NFU or diagram
3 A1
Autopilot/FU mode selected’ Autopilot/FU’
P3
5 N2
mode selected’ Mode selection
6 NC Not used for ‘Steering See cable
Contact for ‘Steering Gear 2 - gear 2 – NFU or diagram
7 A2
Autopilot/FU mode selected’ Autopilot/FU’
170 | Appendices
Appendix C10: Description of electrical connections - Mode Switch 3 Pos

P1 Power
System See cable
See cable
P2 diagram
1 N1
mode selected’
Mode selection
Contact for ‘Steering Gear 1 - FU mode
2 F1 for ‘Steering See cable
selected’
gear 1 – NFU or diagram
Contact for ‘Steering Gear 1 - Autopilot
3 A1 Autopilot or FU’
mode selected’
P3
5 N2
mode selected’
Mode selection
Contact for ‘Steering Gear 2 - FU mode
6 F1 for ‘Steering See cable
selected’
gear 2 – NFU or diagram
Contact for ‘Steering Gear 2 - Autopilot
7 A2 Autopilot or FU’
mode selected’
171 | Appendices
Appendix C11: Description of electrical connections - MCU (MS) Box and ACU (MS) Box
- Note that the connections with * are only applicable for MCU-MS Box and ACU-MS Box.
- Note that the connections with ** are internally wired when MCU-MS Box or ACU-MS Box is
applicable.
01 CMN RFU SB – Negative
02 I4 RFU SB – Signal input 4 See cable
AIN1
03 I3 RFU SB – Signal input 3 diagram
04 + RFU SB – Negative
05 CMN RFU PS – Negative
06 I2 RFU PS – Signal input 2 See cable
AIN2
07 I1 RFU PS – Signal input 1 diagram
08 + RFU PS – Negative
09 CMN Thruster processor - Common
Thruster processor - RS 422 in -
10 R-
Receiver negative
Thruster processor - RS 422 in -
11 R+ (for service See cable
RS422T Receiver positive
only) diagram
Thruster processor - RS 422 out -
12 T-
Transmitter negative
Thruster processor - RS 422 out -
13 T+
Transmitter positive
14 CMN Rudder processor - Common
Rudder processor - RS 422 in - Receiver
15 R-
negative
Rudder processor - RS 422 in - Receiver
16 R+ (for service See cable
RS422P positive
only) diagram
Rudder processor - RS 422 out -
17 T-
Transmitter negative
Rudder processor - RS 422 out -
18 T+
Transmitter positive
19 A Digital Input 1M - Positive (configurable
DI1M
20 B Digital Input 1M - Negative from See cable
21 A Digital Input 2M - Positive Installation diagram
DI2M
22 B Digital Input 2M - Negative Menu)
23 A
DO1M Digital Output 1M - NO
24 B (configurable
25 A from See cable
26 B Installation diagram
27 A Menu)
28 B
29 NO
DO4M 30 CMN Digital Output 4M - NO or NC (configurable
31 NC from See cable
32 NO Installation diagram
DO5M 33 CMN Digital Output 5M - NO or NC Menu)
34 NC
ECDIS - RS 422 out - Transmitter
35 T+
positive
ECDIS - RS 422 out - Transmitter
36 T- See cable
ECDIS I/O negative
diagram
37 R+ ECDIS - RS 422 in - Receiver positive
38 R- ECDIS - RS 422 in - Receiver negative
39 CMN ECDIS - Common
172 | Appendices
40 T+ BAM - RS 422 out - Transmitter positive
BAM - RS 422 out - Transmitter
41 T-
negative See cable
NMEA I/O
42 R+ BAM - RS 422 in - Transmitter positive diagram
43 R- BAM - RS 422 in - Transmitter negative
44 CMN BAM - Common
45 T+ VDR - RS 422 out - Transmitter positive
46 T- VDR - RS 422 out - Transmitter negative
See cable
VDR 47 R+ VDR - RS 422 in - Receiver positive VDR
diagram
48 R- VDR - RS 422 in - Receiver negative
49 CMN VDR - Common
NMEA in Magnetic Compass/Gyro2 -
50 R+
Receiver positive See cable
GYRO 2 GYRO 2
NMEA in Magnetic Compass/Gyro2 - diagram
51 R-
Receiver negative
NMEA in Anemometer - Receiver
52 R+
positive See cable
WIND Anemometer
NMEA in Anemometer - Receiver diagram
53 R-
negative
54 R+ NMEA in (D)GPS - Receiver positive See cable
GPS GPS
55 R- NMEA in (D)GPS - Receiver negative diagram
56 R+ NMEA in SpeedLog - Receiver positive See cable
LOG LOG
57 R- NMEA in SpeedLog - Receiver negative diagram
NMEA in GyroCompass - Receiver
58 R+
positive See cable
GYRO1 GYRO 1
NMEA in GyroCompass - Receiver diagram
59 R-
negative
60 R+ NMEA in reserve - Receiver positive See cable
REXT1
61 R- NMEA in reserve - Receiver negative diagram
62 NC Canbus 2 Isolated Ground
System See cable
BUS2 63 NH Canbus 2 High
64 NL Canbus 2 Low
65 NC Canbus 1 Isolated Ground
System See cable
BUS1 66 NH Canbus 1 High
67 NL Canbus 1 Low
68 PWR Danfoss Valve 2 - Power positive
See cable
DNF2 69 CMD Danfoss Valve 2 - Command Danfoss Valve 2
diagram
70 CMN Danfoss Valve 2 - Common
71 PWR Danfoss Valve 1 - Power positive
See cable
DNF1 72 CMD Danfoss Valve 1 - Command Danfoss Valve 1
diagram
73 CMN Danfoss Valve 1 - Common
74 24VO Vdc output
MODE_ 75 NFU NFU selected Steering Mode See cable
SEL** 76 FU FU selected Selection diagram
77 AUTO Autopilot selected
78 COM 24Vdc Main Power In – Negative
See cable
POWER1** 79 24V 24Vdc Main Power In – Positive Power
diagram
80 SH 24Vdc Main Power In - Cable shield
81 COM 24Vdc Backup Power In – Negative
See cable
POWER2** 82 24V 24Vdc Backup Power In – Positive Backup Power
diagram
83 SH 24Vdc Backup Power In - Cable shield
Rudder 1 - Steering gear ready -
84 IN
Positive See cable
STR_ACK1 Rudder 1
Rudder 1 - Steering request from diagram
85 CNB
Autopilot - COM
173 | Appendices
Rudder 1 - Steering request from
86 CAN
Autopilot - NO
87 OUT
Negative
88 IN
Positive
Rudder 2 - Steering request from
89 CNB
Autopilot - COM See cable
STR_ACK2 Rudder 2
Rudder 2 - Steering request from diagram
90 CAN
Autopilot - NO
91 OUT
Negative
Thruster Proportional Command
92 CMN
0…10V/±10V/4..20mA Negative See cable
RUD1T
Thruster Proportional Command diagram
93 CMD
0…10V/±10V/4..20mA Positive
Rudder 2 Proportional Command
94 CMN
0…10V/±10V/4..20mA Negative Rudder 2 See cable
RUD2P
Rudder 2 Proportional Command Proportional diagram
95 CMD
Rudder 1 Proportional Command
96 CMN
0…10V/±10V/4..20mA Negative Rudder 1 See cable
RUD1P
Rudder 1 Proportional Command Proportional diagram
97 CMD
98 G1 Rudder 1 Midship Command
BACKUP_C 99 C1 Rudder 1 Midship Command See cable
MD 100 G2 Rudder 2 Midship Command diagram
101 C2 Rudder 2 Midship Command
102 A Diagnostic of
control transfer
See cable
DI1P relay switching
103 B diagram
fla “Relay
Diagn”
104 A Diagnostic of
Backup
See cable
DI2P heartbeat flat
105 B diagram
“External
Monitoring”
106 A not specified See cable
DI3P
107 B yet diagram
108 A not specified See cable
DI4P
109 B yet diagram
110 A ON in AUTO
See cable
DO1P mode, OFF in
111 B diagram
STBY or FAULT
112 A Yellow LED at
mode selector
ON at master
after reset, until See cable
DO2P
113 B fault appears diagram
OFF after
master fault
until reset.
114 A Red LED at See cable
DO3P
115 B mode selector diagram
174 | Appendices
“Hot Standby” =
ON
Indication of
ALARM 1-7
116 A Depending of
flag “Output
See cable
DO4P Meander” = ON
117 B diagram
Pulses until
fault
118 B Custom
See cable
DO4T function
119 A diagram
indication
120 B Thruster
See cable
DO3T direction (STBD)
121 A diagram
depends on flag
122 B Thruster
direction See cable
DO4T
123 A (PORT) depends diagram
on flag
124 B Request to
thruster ON
(pulse) in
See cable
DO1T appropriate
125 A diagram
mode, OFF in
other modes or
FAULT
126 B See cable
DI4T reserve
127 A diagram
128 B External change
See cable
DI3T of calibration
129 A diagram
table
130 B Run from
See cable
DI2T thruster (not
131 A diagram
used now)
132 B Ready from See cable
DI1T
133 A thruster diagram
BANG- C Valves 1 – Common
BANG P Valves 1 – PORT See cable
PCB
VALVES diagram
S Valves 1 – STBD
PUMP1**
BANG- C Valves 2 – Common
BANG P Valves 2 – PORT See cable
PCB
VALVES diagram
S Valves 2 – STBD
PUMP2**
201 + Main Power in +24V See cable
IN PWR1*
202 - Main Power in 0V diagram
203 + Backup Power in +24V See cable
IN PWR2*
204 - Backup Power in 0V diagram
205 P Rudder valves 1 – PORT
206 S Rudder valves 1 – STBD
207 C Rudder valves 1 - Power common
TO VALVES See cable
P1* diagram
Rudder valves 1 - Power positive (or
210 ±
negative)
211 P Rudder valves 2 – PORT
175 | Appendices
212 S Rudder valves 2 – STBD
213 C Rudder valves 2 - power common
TO VALVES 214 C Rudder valves 2 - power common See cable
P2* 215 C Rudder valves 2 - power common diagram
Rudder valves 2 - power positive (or
216 ±
negative)
217 + Power Out 1 – 24 Vdc See cable
EXT1*
218 - Power Out 1 – 0 Vdc diagram
EXT2*
EXT3*
EXT4*
EXT5*
227 P Valves P1 PORT
IN VALVES See cable
228 S Valves P1 STBD
P2* diagram
229 C Valves P1 common
230 P Valves P2 PORT
IN VALVES See cable
231 S Valves P2 STBD
P1* diagram
232 C Valves P2 common
233 N NFU
MODE TO 234 F FU See cable
MCU* 235 A AUTO diagram
236 C Common
PWR2 237 + Main Power Out 2 – 24V See cable
MCU* 238 - Main Power Out 2 – 0V diagram
PWR1 239 + Main Power Out 1 – 24V See cable
MCU* 240 - Main Power Out 1 – 0V diagram
241 N NFU
MODE 242 F FU See cable
SWITCH* 243 A AUTO diagram
244 C Common
245 P1 Valve 1 PORT
246 S1 Valve 1 STBD
NFU_TILLER 247 C1 Valve 1 common See cable
* 248 P2 Valve 2 PORT diagram
249 S2 Valve 2 STBD
250 C2 Valve 2 Common
251 A1 Relay 2 coil – 24 Vdc
EXT_RELAY See cable
253 14 Relay 2 – NO
2* diagram
254 11 Relay 2 – Common
255 12 Relay 2 – NC
EXT_RELAY See cable
258 14 Relay 1 – NO
1* diagram
259 11 Relay 1 – Common
260 12 Relay 1 – NC
176 | Appendices
Appendix D1: MCU - Bottom PCB - Connections
177 | Appendices
Appendix D2: MCU - Upper PCB - Connections
178 | Appendices
Appendix D3: MCU - Bottom PCB – Jumpers, button and LED indicators
179 | Appendices
Appendix D4: MCU - Upper PCB – DIP switches, buttons, jumpers, and LED indicators
Buttons, Jumpers, and DIP switches further explained on the next page.
180 | Appendices
Appendix D5: Detailed description of LED indicators, buttons, jumpers & DIP switches
LED indicators
For a description of the LED indicators, refer to Appendix D3 and Appendix D4.
Buttons
PCB marking Function Comments
SW010 (RESET)* System reset Can be used to reset the system, if required.
FS1 - Negative ‘FILE-TO-SAFE’ See also jumper JP401 (FS1).
(FS ADJUSTMENT) command for rudder 1.
FS1 + Positive ‘FILE-TO-SAFE’ See also jumper JP401 (FS1).
FS2 - Negative ‘FILE-TO-SAFE’ See also jumper JP400 (FS2).
FS2 + Positive ‘FILE-TO-SAFE’ See also jumper JP400 (FS2).
* Jumper located on the Bottom PCB. The other jumpers are located on the Upper PCB.
Jumpers
PCB marking Function Comments
JP102* Port type selection Install jumper for RS422, if required.
RS232/RS422.
JP400 (FS2) Selection of internal Not applicable for bang-bang valves.
(INT) or external (EXT) Internal: Using FS ADJUSTMENT buttons on PCB.
command ‘FILE-TO- External: Using special TCS safe devices as input
SAFE’ for rudder 1. device in case of main autopilot processor failure
(TCS category C). Source of neutral command (i.e.
setting voltage/current to middle position),
special TCS safe device shall be connected to
‘Backup_cmd’ on PCB.
JP401 (FS1) Selection of internal See Comments at ‘JP400 (FS2)’
(INT) or external (EXT)
command ‘FILE-TO-
SAFE’ for rudder 2.
JP406 Service purpose Not applicable for Alphatron Marine AlphaPilot
MFM.
JP407 Service purpose Not applicable for Alphatron Marine AlphaPilot
MFM.
JP600 (IN) Type of mode selector. For commutator (COM-NFU-FU-AUTO selector),
Commutator or single use NO position. For single switch (AUTO ON/OFF
switch. selector), use NC position.
Important! If NC is used, then install a jumper
between NFU and AUTO at J603.
* Jumper located on the Bottom PCB. The other jumpers are located on the Upper PCB.
181 | Appendices
DIP switches
DIP switches ‘THRUST’
PCB Contact Software Function Comments

or marking service utility
function
SW1 Thruster DIP_1 Unknown Default ‘Off’.
SW2 Thruster DIP_2 Unknown Default ‘Off’.
SW3 Thruster DIP_3 Software service Default ‘Off’. Only ‘On’ for working with
utilities software service utilities.
SW4 Thruster DIP_4 Software service Default ‘Off’. Only ‘On’ for working with
utilities software service utilities.
DIP switches ‘RUDDER’
PCB marking Software Function Comments

service utility
function
SW1 Rudder DIP_1 Canbus On/Off Default ‘On’. ‘On’ switches Canbus ON.
SW2 Rudder DIP_2 Unknown Default ‘Off’.

SW3 Rudder DIP_3 Rudder control Default ‘Off’. Only ‘On’ for working with
software service utilities to control
rudder (only) with laptop.
SW4 Rudder DIP_4 Rudder calibration Default ‘Off’. Only ‘On’ for working with
software service utilities to calibrate
rudder (only) with laptop. Use RS to
change Canbus addresses (USB is
preferred alternative).
SW5 Rudder DIP_5 FS command Always Off. Reserved for future use
(Default ‘Off’. Only ‘On’ for adjusting
FAIL-TO-SAVE command during
installation. Not applicable for bang-bang
valves.)
SW6 Rudder DIP_6 No function Default ‘Off’. Reserved for future use.
182 | Appendices
DIP switches ‘CONF’

service utility
function
SW1 Unknown Default ‘On’.
SW2 Type of analog ‘On’ for Voltage, ‘Off’ or current.
output Rudder
channel #1 I/U
output Rudder
channel # 2 I/U
output Thruster
I/U
DIP switches ‘APM’

service utility
function
SW1 No function Default ‘Off’. Reserved for future use.
SW4 RS connection Default ‘Off’. Only ‘On’ for RS connection
with laptop software utilities (only
necessary for serial number)
183 | Appendices
Appendix E: Alphatron MFM Alerts
Communication with CAM and local indication.
Category (Cat.) of alerts:
• A — Graphical information at the task station directly assigned to the function generating the
alert is necessary, as decision support for the evaluation the alert related condition. Confirm
alerts is only possible with AlphaPilot MFM control unit.
• B — No additional information for decision support is necessary besides the information
which can be presented at the central alert management HMI. Confirm alerts is only possible
from external alert management system.
Work modes:
• Installation (INST) mode

• Standby (STBY) mode
• Auto (AUTO) heading control mode
• Track (TC) control mode (Category A, B or C depending on configuration)
• Course control (CC) mode
• Temporary Override to FU Tiller or wheel (FFU)
• Temporary Override to FU Tiller (O) (under development, for future use)
ID FOR CAM Alert (1st Displayed alert Work Priority Category Escalation
sentence and 2nd mode
(ALF)) sentence (ALF)
(LOCAL) * Begin NMEA test INST Indication B *
(LOCAL)
(LOCAL) * Finish NMEA test INST Indication B *
(LOCAL)
10003 ALARM test ALARM test. All ALARM A ALARM
Press ALARM
button for stop
alarm
10007 PORT FB fail PORT rudder STBY Indication B *
feedback fail. (LOCAL)
Check steering
system
AUTO WARNING B WARNING
CC or TC WARNING B WARNING
FFU WARNING B WARNING
O WARNING B WARNING
10008 STBD FB fail STBD rudder STBY Indication B *
feedback fail. (LOCAL)
Check steering
system
184 | Appendices
O WARNING B WARNING
(LOCAL) * Bad calibration INST Indication B *
table. (LOCAL)
Recalibration is
required
10010 AP fail APM Autopilot main STBY Indication B *
processor fail (LOCAL)
AUTO ALARM B ALARM
CC or TC ALARM B ALARM
FFU ALARM B ALARM
O ALARM B ALARM
10011 PORT Helm fail PORT Helm fail. STBY Indication B *
Check Helm (LOCAL)
connections
FFU ALARM B ALARM
O WARNING B WARNING
10012 STBD Helm fail STBD Helm fail. STBY Indication B *
Check Helm (LOCAL)
connections
FFU ALARM B ALARM
O WARNING B WARNING
10013 CTRL PAN HS Control Panel STBY Indication B *
fail Pilot House fail (LOCAL)
O WARNING B WARNING
10014 Low speed Low speed for STBY * *
AUTO. Increase
your speed
INST Indication B *
(LOCAL)
FFU * *
O * *
10015 PORT Gear fail PORT Steering STBY Indication B *
Gear fail (LOCAL)
AUTO WARNING B ALARM
185 | Appendices
CC or TC WARNING B ALARM
FFU WARNING B ALARM
O WARNING B ALARM
10016 STBD Gear fail STBD Steering STBY Indication B *
Gear fail (LOCAL)
FFU WARNING B ALARM
O WARNING B ALARM
(LOCAL) * COM WIND OK INST Indication B *
(LOCAL)
(LOCAL) * COM WIND fail. INST Indication B *
Check connection (LOCAL)
and data
10019 Mode Switch Switch to STBY. STBY Indication B *
fail Mode Selector (LOCAL)
Switch Fail
AUTO ALARM B ALARM
FFU ALARM B ALARM
O ALARM B ALARM
10020 Helm fail Helm fail. Check STBY Indication B *
Helm connections (LOCAL)
FFU ALARM B ALARM
O WARNING B WARNING
10021 Feedback fail Rudder feedback STBY Indication B *
fail. Check (LOCAL)
steering system
O WARNING B WARNING
10023 LOG fail LOG fail. Check STBY * *
connection or
change source
FFU * *
O * *
10027 GPS POSN fail Fail Position from STBY * *
GPS
186 | Appendices
AUTO CAUTION B *
FFU * *
O * *
10028 COG SOG fail Fail COG SOG STBY * *
from GPS
FFU * *
O * *
*
156 Compass fail Heading sensor STBY * *
fail
AUTO ALARM B ALARM
FFU * *
O * *
(LOCAL) * Begin Autotuning INST Indication B *
(LOCAL)
10031(LOCAL) * Autotuning OK INST Indication B *
(LOCAL)
(LOCAL) * Autotuning fail. INST Indication B *
Check settings (LOCAL)
and repeat
10034 CTRL BR 1 fail Control Panel STBY Indication B *
Bridge 1 fail (LOCAL)
O WARNING B WARNING
141 Off Heading Off Heading. STBY * *
Check control
settings
AUTO WARNING A ALARM
CC or TC WARNING A ALARM
FFU * *
O * *
10037 Gear fail Steering gear fail STBY Indication B *
(LOCAL)
AUTO ALARM B ALARM
FFU ALARM B ALARM
O ALARM B ALARM
187 | Appendices
152 New WP New WP STBY * *
AUTO * *
CC or TC ALARM A ALARM
FFU * *
O * *
140 PWR fail Power supply fail STBY ALARM B ALARM
AUTO ALARM B ALARM
FFU ALARM B ALARM
O ALARM B ALARM
10040 Master COMP Master Compass STBY * *
fail fail. Heading
monitoring off
FFU * *
O * *
(LOCAL) * COM COMP1 OK INST Indication B *
(LOCAL)
(LOCAL) * COM COMP1 fail. INST Indication B *
and data
(LOCAL) * COM DGPS OK INST Indication B *
(LOCAL)
(LOCAL) * COM DGPS fail. INST Indication B *
and data
(LOCAL) * COM LOG OK INST Indication B *
(LOCAL)
(LOCAL) * COM LOG fail. INST Indication B *
and data
(LOCAL) * COM NSERV OK INST Indication B *
(LOCAL)
(LOCAL) * COM NSERV fail. INST Indication B *
and data
(LOCAL) * COM ECDIS OK INST Indication B *
(LOCAL)
(LOCAL) * COM ECDIS fail. INST Indication B *
and data
10052 Bow THR fail Bow Thruster STBY Indication B *
control unit fail (LOCAL)
188 | Appendices
CC or TC CAUTION B *
FFU CAUTION B *
O CAUTION B *
10053 Stern THR fail Stern Thruster STBY Indication B *
FFU CAUTION B *
O CAUTION B *
10054 PROP fail Propulsion STBY Indication B *
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10055 PORT PROP PORT Propulsion STBY Indication B *
fail control unit fail (LOCAL)
AUTO CAUTION B *
FFU CAUTION *
O CAUTION *
10056 STBD PROP fail STBD Propulsion STBY Indication B *
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10057 AP fail APP- Rudder control STBY CAUTION B *
APR unit fail
AUTO ALARM B ALARM
FFU ALARM B ALARM
O ALARM B ALARM
10058 PORT APR fail PORT Rudder STBY Indication B *
FFU WARNING B ALARM
O WARNING B ALARM
10059 STBD APR fail STBD Rudder STBY Indication B *
189 | Appendices
FFU WARNING B ALARM
O WARNING B ALARM
10061 Bow THR not Bow Thruster not STBY * *
RDY ready
CC or TC *
FFU *
O *
10062 STRN THR not Stern Thruster STBY *
RDY not ready
CC or TC *
FFU *
O *
10063 PROP not Propulsion not STBY *
ready ready
AUTO *
CC or TC *
FFU *
O *
10064 PS PROP not PORT Propulsion STBY *
RDY not ready
AUTO *
CC or TC *
FFU *
O *
10065 SB PROP not STBD Propulsion STBY *
RDY not ready
AUTO *
CC or TC *
FFU *
O *
10066 RUDD not Rudder system STBY *
ready not ready
AUTO ALARM B ALARM
FFU ALARM B ALARM
O ALARM B ALARM
10067 PS RUDD not PORT Rudder STBY *
RDY system not ready
190 | Appendices
TC WARNING B ALARM
FFU WARNING B ALARM
O WARNING B ALARM
10068 SB RUDD not STBD Rudder STBY *
RDY system not ready
TC WARNING B ALARM
FFU WARNING B ALARM
O WARNING B ALARM
10072 CTRL PAN 2 fail Control Panel STBY Indication B *
O WARNING B WARNING
O WARNING B WARNING
O WARNING B WARNING
10079 Switch to MAN Switch to Manual STBY * *
mode
AUTO ALARM B ALARM
FFU * *
O * *
10081 Switched to Switched to STBY * *
AUTO AUTO
FFU * *
O WARNING B ALARM
153 Track fail Track fail STBY * *
AUTO * *
191 | Appendices
FFU * *
O * *
10083 End of Track End of Track STBY * *
AUTO * *
FFU * *
O * *
10084 SLV Compass Slave Compass STBY * B *
fail fail. Heading
monitoring off
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
(LOCAL) * Very big ADC INST Indication B *
noise. Check wire (LOCAL)
shielding
(LOCAL) * COM COMP2 OK INST Indication B *
(LOCAL)
(LOCAL) * COM COMP2 fail. INST Indication B *
and data
(LOCAL) * Panel connection STBY Indication B *
fail. Check (LOCAL)
connections
AUTO Indication B *
(LOCAL)
CC or TC Indication B *
(LOCAL)
FFU Indication B *
(LOCAL)
O Indication B *
(LOCAL)
HDG Monitor HDG Monitor. STBY * *
Deviation from
second source
142 AUTO WARNING A ALARM
FFU * *
O * *
157 Off Track Off Track STBY * *
AUTO * *
CC or TC ALARM A ALARM
FFU * *
192 | Appendices
O * *
158 Off Course Off Course STBY * *
AUTO * *
FFU * *
O * *
10093 MAG COMP in Magnetic STBY * *
use Compass in use
CC or TC * *
FFU * *
O * *
10094 Tiller fail Override Tiller STBY * *
fail. Check
connections
AUTO CAUTION B *
FFU CAUTION B *
O WARNING B WARNING
(LOCAL) * Tiller INST Indication B *
Identification (LOCAL)
(LOCAL) * Tuning step OK INST Indication B *
(LOCAL)
(LOCAL) * Set opposite HDG INST Indication B *
(LOCAL)
10099 Tiller 1 fail Override Tiller 1 STBY * *
fail. Check
connections
AUTO CAUTION B *
FFU CAUTION B *
O WARNING B WARNING
fail. Check
connections
AUTO CAUTION B *
FFU CAUTION B *
O WARNING B WARNING
fail. Check
connections
AUTO CAUTION B *
193 | Appendices
FFU CAUTION B *
O WARNING B WARNING
fail. Check
connections
AUTO CAUTION B *
FFU CAUTION B *
O WARNING B WARNING
fail. Check
connections
AUTO CAUTION B *
FFU CAUTION B *
O WARNING B WARNING
10104 RUD command Rudder command STBY Indication B *
fail fail. Check (LOCAL)
steering
AUTO ALARM B ALARM
FFU * *
O ALARM B ALARM
10105 PS RUD CMD PORT Rudder STBY Indication B *
fail command fail. (LOCAL)
Check steering
FFU * *
O WARNING B ALARM
10106 SB RUD CMD STBD Rudder STBY Indication B *
fail command fail. (LOCAL)
Check steering
FFU * *
O WARNING B ALARM
10107 WIND VANE WIND VANE STBY * *
fail mode fail
CC or TC * *
FFU * *
194 | Appendices
O * *
10108 Wind shift Wind shift. Check STBY * *
settings
CC or TC * *
FFU * *
O * *
10109 Low Wind Low Wind speed STBY * *
speed
CC or TC * *
FFU * *
O * *
10110 CENT STEER fail Z-Drive central STBY Indication B *
Steering fail (LOCAL)
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10111 PORT STEER Z-Drive PORT STBY Indication B *
fail Steering fail (LOCAL)
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10112 STBD STEER fail Z-Drive STBD STBY Indication B *
Steering fail (LOCAL)
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10113 CENTR Mover Z-Drive central STBY Indication B *
fail Mover fail (LOCAL)
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10114 PORT Mover Z-Drive PORT STBY Indication B *
AUTO CAUTION B *
FFU CAUTION B *
195 | Appendices
O CAUTION B *
10115 STBD Mover Z-Drive STBD STBY Indication B *
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10116 STEER not Z-Drive CENTRAL STBY * *
ready Steering not
ready
AUTO * *
CC or TC * *
FFU * *
O * *
10117 PS STEER not Z-Drive PORT STBY * *
RDY Steering not
ready
AUTO * *
CC or TC * *
FFU * *
O * *
10118 SB STEER not Z-Drive STBD STBY * *
RDY Steering not
ready
AUTO * *
CC or TC * *
FFU * *
O * *
10119 CENT MOV not Z-Drive CENTRAL STBY * *
RDY Mover not ready
AUTO * *
CC or TC * *
FFU * *
O * *
10120 PS Mover not Z-Drive PORT STBY * *
RDY Mover not ready
AUTO * *
CC or TC * *
FFU * *
O * *
10121 SB Mover not Z-Drive STBD STBY * *
RDY Mover not ready
AUTO * *
196 | Appendices
CC or TC * *
FFU * *
O * *
10122 BOW THR FB Bow Thruster STBY Indication B *
fail Feedback fail (LOCAL)
FFU CAUTION B *
O CAUTION B *
10123 Stern THR FB Stern Thruster STBY Indication B *
FFU CAUTION B *
O CAUTION B *
10124 PROP FB fail Propulsion STBY Indication B *
Feedback fail (LOCAL)
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10125 PORT PROP FB PORT Propulsion STBY Indication B *
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10126 STBD PROP FB STBD Propulsion STBY Indication B *
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10127 STEER FB fail Z-Drive central STBY Indication B *
Steering (LOCAL)
Feedback fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10128 PS STEER FB Z-Drive PORT STBY Indication B *
fail Steering (LOCAL)
Feedback fail
197 | Appendices
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10129 SB STEER FB Z-Drive STBD STBY Indication B *
fail Steering (LOCAL)
Feedback fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10130 Mover FB fail Z-Drive central STBY Indication B *
Mover Feedback (LOCAL)
fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10131 PS Mover FB Z-Drive PORT STBY Indication B *
fail Mover Feedback (LOCAL)
fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10132 SB Mover FB Z-Drive STBD STBY Indication B *
fail Mover Feedback (LOCAL)
fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10133 APP Backup Safety system STBY Indication B *
fail unit fail (LOCAL)
O WARNING B WARNING
10134 Out of Area Out of Area STBY * * *
AUTO * * *
CC or TC * * *
FFU * * *
198 | Appendices
O * * *
10135 ROT Sensor ROT Sensor fail. STBY * * *
fail Check connection
AUTO CAUTION B *
FFU * *
O * *
(LOCAL) * Invalid Wind STBY * *
data
AUTO Indication B *
(LOCAL)
(LOCAL)
FFU * *
O * *
10141 ROT/RAD ROT/RAD STBY * *
UNREACH unreachable.
Check rudder
limitation
FFU * *
O * *
10142 Low CURR SW Low Current STBY * *
HPOS switched to HOLD
POS mode
AUTO * *
FFU * *
O * *
10143 HMS data fail HMS data fail STBY Indication B *
AUTO ALARM B ALARM
FFU CAUTION B *
O CAUTION B *
10144 Change SPD Change Speed STBY * *
SRC source
AUTO * *
FFU * *
O * *
10145 Perform AP Perform STBY * *
TUNI Autopilot Tuning
procedure
199 | Appendices
FFU * *
O * *
10146 B THR Gear fail Bow Thruster STBY * *
Gear fail
CC or TC * *
FFU * *
O * *
10147 ST THR Gear Stern Thruster STBY * *
fail Gear fail
CC or TC * *
FFU * *
O * *
10148 PROP Gear fail Propulsion Gear STBY * *
fail
AUTO * *
CC or TC * *
FFU * *
O * *
10149 PS PRP Gear PORT Propulsion STBY * *
fail Gear fail
AUTO * *
CC or TC * *
FFU * *
O * *
10150 SB PRP Gear STBD Propulsion STBY * *
fail Gear fail
AUTO * *
CC or TC * *
FFU * *
O * *
10151 STEER Gear fail Z-Drive central STBY * *
Steering Gear fail
AUTO * *
CC or TC * *
FFU * *
O * *
10152 PS STR Gear Z-Drive PORT STBY * *
fail Steering Gear fail
200 | Appendices
AUTO * *
CC or TC * *
FFU * *
O * *
10153 SB STR Gear Z-Drive STBD STBY * *
fail Steering Gear fail
AUTO * *
CC or TC * *
FFU * *
O * *
10154 Mover Gear Z-Drive central STBY * *
fail Mover Gear fail
AUTO * *
CC or TC * *
FFU * *
O * *
10155 PS MVR Gear Z-Drive PORT STBY * *
AUTO * *
CC or TC * *
FFU * *
O * *
10156 SB MVR Gear Z-Drive STBD STBY * *
AUTO * *
CC or TC * *
FFU * *
O * *
10158 Unrealized Unrealized TTG. STBY * *
TTG Increase time
setting
AUTO * *
CC or TC * *
FFU * *
O * *
10159 GYRO1 Low GYRO1 low STBY * *
FREQ frequency data.
Check Gyro
FFU * *
O * *
201 | Appendices
10160 GYRO2 low GYRO2 low STBY * *
FREQ frequency data.
Check Gyro
FFU * *
O * *
10161 MAG low Magnetic STBY * *
FREQ compass low
frequency data
FFU * *
O * *
10162 THD low FREQ THD low STBY * *
frequency data.
Check THD
system
FFU * *
O * *
10163 VTG low FREQ VTG low STBY * *
frequency data.
Check Data
source
AUTO CAUTION B *
FFU * *
O * *
(LOCAL) * External STBY Indication B *
Keyboard fault. (LOCAL)
Check connection
AUTO Indication B *
(LOCAL)
(LOCAL)
FFU Indication B *
(LOCAL)
O Indication B *
(LOCAL)
(LOCAL) * Forbidden Mode STBY * *
for Track loading
AUTO * *
202 | Appendices
(LOCAL)
FFU * *
O * *
(LOCAL) * RTE-type Track STBY * *
loading Error
AUTO * *
(LOCAL)
FFU * *
O * *
(LOCAL) * RTE-type Track STBY Indication B *
successfully (LOCAL)
loaded
AUTO Indication B *
(LOCAL)
(LOCAL)
FFU Indication B *
(LOCAL)
O Indication B *
(LOCAL)
10168 ADD THR fail Additional STBY Indication B *
Thruster control (LOCAL)
unit fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10169 ADD THR not Additional STBY * *
RDY Thruster not
ready
AUTO * B *
CC or TC * *
FFU * *
O * *
10170 ADD THR FB Additional STBY Indication B *
fail Thruster (LOCAL)
Feedback fail
AUTO CAUTION B *
FFU CAUTION B *
O CAUTION B *
10171 ADD THR Gear Additional STBY * *
FLT Thruster Gear fail
203 | Appendices
AUTO * B *
CC or TC * *
FFU * *
O * *
(LOCAL) * ENTER item to INST Indication B *
save Or uplevel (LOCAL)
Menu to skip
(LOCAL) * Uncertain INST Indication B *
estimate set (LOCAL)
Rudder greater
estimate set (LOCAL)
Rudder less
estimate set ROT (LOCAL)
greater
estimate set ROT (LOCAL)
less
10178 Increase RUD Rudder on limit. STBY * *
LIM Increase Rudder
limitation
FFU * *
(LOCAL) * COM Safety INST Indication B *
System OK (LOCAL)
(LOCAL) * COM Safety INST Indication B *
System fail. Check (LOCAL)
connection
10181 ZDA Data lost ZDA Data lost. STBY Indication B *
Check GPS (LOCAL)
AUTO B *
connection CAUTION
FFU CAUTION B *
O CAUTION B *
10182 Rud under Rudder under STBY * *
SafSys control of safety
AUTO B
system WARNING ALARM
*
*
FFU
*
O *
204 | Appendices
10183 SafSys Autopilot STBY * *
activated stopped. Safety
system activated
AUTO ALARM B ALARM
FFU * *
O * *
10184 Rud lim sw off Rudder limit STBY * *
switched off
AUTO * *
CC or TC * *
FFU * *
O * *
(LOCAL) * Data saving. Wait INST Indication B *
please (LOCAL)
(LOCAL) * Curve changed. INST WARNING B *
Autotuning (LOCAL)
stopped
MCU PWR1 MCU Power STBY Indication B *
fail supply 1 fail (LOCAL)
10188 AUTO WARNING B WARNING
O WARNING B WARNING
MCU PWR2 MCU Power STBY Indication B *
O WARNING B WARNING
ACU SB PWR1 ACU SB Power STBY Indication B *
O WARNING B WARNING
10191 ACU SB PWR2 ACU SB Power STBY Indication B *
O WARNING B WARNING
205 | Appendices
10192 ACU PS PWR1 ACU PS Power STBY Indication B *
O WARNING B WARNING
10193 ACU PS PWR2 ACU PS Power STBY Indication B *
O WARNING B WARNING
10194 Panel1 PWR1 Control Panel STBY Indication B *
fail Pilot House PWR (LOCAL)
1 fail
O WARNING B WARNING
fail Pilot House PWR (LOCAL)
2 fail
O WARNING B WARNING
fail Bridge 1 PWR 1 (LOCAL)
fail
O WARNING B WARNING
fail
O WARNING B WARNING
206 | Appendices
fail
O WARNING B WARNING
fail
O WARNING B WARNING
fail
O WARNING B WARNING
fail
O WARNING B WARNING
fail
O WARNING B WARNING
fail
O WARNING B WARNING
207 | Appendices
10204 RemPan1PWR1 Control Panel STBY Indication B *
fail Remote 1 PWR 1 (LOCAL)
fail
O WARNING B WARNING
fail
O WARNING B WARNING
fail
O WARNING B WARNING
fail
O WARNING B WARNING
208 | Appendices
Appendix F: NMEA sentences
Sentences supported by the AlphaPilot MFM system.
Virtual Port* / Physical Input Output

bi-directional ports**
COMP1* HDT, THS, HDG, HMR or HDM none
(depends on Heading source 1) ROT
data (if available)
COMP2* HDT, THS, HDG, HMR or HDM none
(depends on Heading source 2) ROT
data (if available)
DGPS* GGA, GLL, ZDA and/or VTG none
(Position, time and COG & SOG)
LOG* VHW, VBW (Speed Through Water none
only)
WIND* VWR, MWD, MWV (From Wind none
sensor)
NSERV* ROT data from an independent none
NMEA ROT sensor
ECDIS OUT ** APB, BWC (or BWR), HTC, HSC, HDT, RSA, HTD, ROR, ALR, ALA,
Proprietary PTTL,003 / PTTL,004 / HMS, HMR HBT, ALC, ALF, ACN
PTTL,005
Plus, if available for TCS:

VTG, GGA, VHW, VBW.
Plus, if available for BAM:
HBT, ACN, ALC
NMEA OUT (VDR or APB, BWC (or BWR), HTC, HSC, HDT, RSA, HTD, ROR, ALR, ALA,
CONNING) ** Proprietary PTTL,003 / PTTL,004 / HMS, HMR HBT, ALC, ALF, ACN
PTTL,005
Plus, if available for TCS: VTG, GGA,

VHW, VBW).

HBT, ACN, ALC,
VDR (VDR or BAM) ** APB, BWC (or BWR), HTC, HSC, HDT, RSA, HTD, ROR, ALR, ALA,
Proprietary PTTL,003 / PTTL,004 / HMS, HMR HBT, ALC, ALF, ACN
PTTL,005
Plus, if available for TCS:

VTG, GGA, VHW, VBW).

HBT, ACN, ALC,
Table 2: Sentences supported by the AlphaPilot MFM system
209 | Appendices
Output NMEA messages (sent by the AlphaPilot MFM)
ALA
Field Field label (and operational state) Value sent by AlphaPilot MFM in
the data sentence
1 Event time Empty
System indicator of original alarm source (OT
2 OT
always, Other’s system)
3 Not applicable
Instance number of equipment/unit/item (01
– Autopilot unit / alarm, 02 – Not applicable, - 00
configurable via utility, 00 – AP system is in - 01
4
STBY mode, 03 – Alarm occurred during AP - 02
operation in the Installation menu / tuning - 03
procedure)
See Appendix E: Alphatron MFM
5 Type of Alarm (ID 000 – 999)
Alerts
- N = normal state
- H = alarm state (threshold
exceeded)
- J (= Not used) = alarm state
(extreme threshold exceeded)
6 Alarm condition
- L (= Not used) = alarm state (low
threshold exceeded)
- K (= Not used) = alarm state
(extreme low threshold exceeded)
- X (= Not used) = Other
- A = Acknowledged
- V = Not acknowledged
Alarm acknowledge state - B (= Not used) = Broadcast
7
(acknowledgement not applicable)
- H (= Not used) = Harbor mode
- O (= Not used) = Override
8 Alarm’s description text Empty, see Field 5
Table 3: Data sentence ‘ALA’ sent by the AlphaPilot MFM. Talker identifier – AG. Transmission rate: by
System Startup - all alarms and their statuses and by event
210 | Appendices
ALR
the data sentence
1 Time of alarm condition, UTC Empty
See Appendix E: Alphatron MFM
2 Alarm number (ID) at alarm source
Alerts
Alarm condition
3 A = threshold exceeded V/A
V = threshold not exceeded
Alarm acknowledge state
4 A = acknowledged V/A
V = unacknowledged
5 Alarm’s description text Empty, see Field 2 above
Table 4: Data sentence ‘ALR’ sent by the AlphaPilot MFM. Talker identifier – AG. Transmission rate: by
System Startup - all alarms and their statuses and by event
211 | Appendices
HMR
the data sentence
GYRO1, GYRO2, THD, FLUXG, or
1 Heading sensor 1 (ID)
MAGN
GYRO1, GYRO2, THD, FLUXG, or
MAGN
3 Set differences by HMS (in degrees) ‘HDG Monitor’ value set in AP
4 Actual heading differences (in degrees) Calculated value
Warning - A (Differences within set limit)
5 flag - V (Differences exceeds set limit)
Actual heading reading sensor 1 (in degrees) Actual Heading value
- A (Data valid)
6 Status heading sensor 1
- V (Data invalid)
- T (True = GYRO1, GYRO2, THD)
7 Sensor 1 type
- M (Magnetic = MAGN)
Deviation sensor 1, degrees E/W Actual deviation value or empty
8+9 (for magnetic sensor only, otherwise or field (only from incoming HDG
unknown – null field) sentences, ID = MAGN)
10 Actual heading reading sensor 2 (in degrees) Actual Heading value
- A (Data valid)
11 Status heading sensor 2
- V (Data invalid)
- T (GYRO1, GYRO2, THD)
12 Sensor 2 type, T=True, M=Magnetic
- M (MAGN)
Deviation sensor 2, degrees E/W (for magnetic Actual deviation value or empty
13 + 14 sensor only, otherwise or unknown – null field (only from incoming HDG
field) sentences, ID = MAGN)
Actual variation value or empty
Variation degrees E/W (for magnetic sensor
15 + 16 field (only from incoming HDG
only, otherwise or unknown – null field)
sentences, ID = MAGN)
Table 5: Data sentence ‘HMR’ sent by the AlphaPilot MFM. Talker identifier – AG
HMS
the data sentence
GYRO1, GYRO2, THD, FLUXG,
MAGN
GYRO1, GYRO2, THD, FLUXG,
MAGN
3 Maximum differences, degrees ‘HDG Monitor’ value
Table 6: Data sentence ‘HMS’ sent by the AlphaPilot MFM. Talker identifier – AG. AlphaPilot MFM is
operating as HMS system for other listeners.
212 | Appendices
HDT
the data sentence
1 True Heading (in degrees) Actual value
2 Status T
Table 7: Data sentence ‘HDT’ sent by the AlphaPilot MFM. Talker identifier – AG. HE / HC / HF, depends on
connected Master compass
HTD
the data sentence
A = In use (conventional NFU manual
1 Override status control)
V = Not in use
Commanded rudder angle (in degrees), L/R
2+3 Actual value
(port/starboard)
M = Manual (AP is in STBY or NFU

Override control modes)
S = Standalone heading control (AP
steering mode is AUTO)
H = Heading control by an external
heading controller
Selected
T = Track control (AP is in Track
4 steering
control mode)
mode
R = Rudder control (commanded
rudder angle) (AP is in Override
mode, Dodge mode, Rate of Turn
mode, Wind Vane)
--- (empty) = AP is in Installation or
Auto tuning mode
R = Radius controlled
5 Turn mode T = Turn rate controlled
N = Turn is not controlled
Commanded rudder limit (in degrees) for
Auto, Rate of Turn, Wind Vane, Track control
Actual limit value or Max. rudder
6 modes : actual set Rudder Limit.
angle
In all other autopilot modes: Maximum
Rudder Angle.
7 Commanded off-heading limit (in degrees) Actual Off heading value
Commanded radius of turn for heading Commanded RAD (Preset Radius
8
changes (in n.m.) of Turn)
Commanded rate of turn for heading changes Commanded ROT (Preset Rate of
9
(in °/min) Turn)
213 | Appendices
Commanded heading to steer (in degrees).
10 Commanded HTS (SET COG)
Used in CTS Pilot mode only.
11 Commanded off-track limit (n.m.) Unused
Commanded track (in degrees). Used in Track
12 Commanded Track
mode only.
Heading reference in use, T/M (depends on
13 the heading source of Master compass: T/M
true/magnetic)
A = Within limits
14 Rudder status
V = Limit reached or exceeded
A = Within limits
15 Off-heading status
V = Limit reached or exceeded
Off-track status (Within limits, Limit reached
16 Unused
or exceeded)
17 Vessel heading (in degrees) Actual Heading value
Table 8: Data sentence ‘HTD’ sent by the AlphaPilot MFM. Talker identifier – AG
ROR
the data sentence
1 Starboard (or single) rudder order Actual value
A = Valid
2 Status
Un-used = Not valid
Port rudder sensor (for vessels with
3 Actual value
independent rudders)
A = Valid
Un-used = Not valid (feedback
4 Status
failure) or single rudder
configuration
5 Command source location B (always Bridge)
Table 9: Data sentence ‘ROR’ sent by the AlphaPilot MFM. Talker identifier – AG
RSA
the data sentence
1 Starboard (or single) rudder sensor Actual value
A = Valid
2 Status
V = Not valid (feedback failure)
Port rudder sensor (for vessels with
3 Actual value
independent rudders)
A = Valid
Status
4 V = Not valid (feedback failure) or
single rudder configuration
Table 10: Data sentence ‘RSA’ sent by the AlphaPilot MFM. Talker identifier – AG
214 | Appendices
Input NMEA messages (received by the AlphaPilot MFM)
APB
Field Field label (and operational state) Value received by the AlphaPilot
MFM in the data sentence
A = Valid
1 Pos. syst. Status (LORAN)
V = Gen. warning
A = OK (Valid)
2 Pos. syst. Status (LORAN)
V = Warning
3+4 Cross-track-error, L/R Actual XTE
5 Cross-track-error units (n.m.) N
A = Entered
6 Arrival status (circle)
V = Not passed
A = Passed
7 Arrival status (perpendicular)
V = Not entered
8+9 Bearing origin to destination, M/T Actual leg
10 Destination waypoint ID Actual ID
11 + 12 Bearing present position to destination, M/T Actual BRG
12 + 13 Heading to steer to destination waypoint, M/T Unused
A = Autonomous mode (Valid for
TRACK mode)
D = Differential mode (Valid for
TRACK mode)
E = Estimated mode (Not valid for
TRACK mode)
14 Mode indicator
M = Manual input mode (Not valid
for TRACK mode)
S = Simulator mode
(Not valid for TRACK mode)
N = Data not valid (Not valid for
TRACK mode)
Table 11: Data sentence ‘APB’ received by the AlphaPilot MFM from an external ECDIS/GPS (i.e. track
controller Category A/B)
215 | Appendices
BWC or BWR
1 UTC of observation Unused
2+3 Waypoint LAT, N/S Unused
4+5 Waypoint LON, E/W Unused
6+7 Bearing (in degrees), T(rue) Actual BTW
8+9 Bearing (in degrees), M(Magnetic) Unused
10 + 11 Distance, N (n.m.) Actual DTW
12 Waypoint ID Actual ID
- A (Autonomous mode (Valid for
TRACK mode))
- D (Differential mode (Valid for
TRACK mode))
- E (Estimated mode (Not valid for
TRACK mode))
13 Mode indicator
- M (Manual input mode (Not valid
for TRACK mode))
- S (Simulator mode (Not valid for
TRACK mode))
- N (Data not valid (Not valid for
TRACK mode))
Table 12: Data sentence ‘BWC’ or ‘BWR’ received by the AlphaPilot MFM from an external ECDIS/GPS (i.e.
track controller Category A/B)
216 | Appendices
GGA
1 UTC of position Unused
2+3 LAT, N/S Actual LAT
4+5 LON, E/W Actual LON
0 (Not Valid)
1 (Valid, GPS SPS mode)
2 (Valid, DGPS SPS mode)
3 (Valid, GPS PPS mode)
6 Mode indicator 4 (Valid, Real RTK mode)
5 (Valid, Float RTK mode)
6 (Estimated DR - Not Valid)
7 (Manual input - Not Valid)
8 (Simulator - Not Valid)
7 Number of satellites in use Unused
8 Horizontal dilution of precision Unused
Antenna altitude above/below mean sea Unused
9 + 10
level, M(meters)
11 + 12 Geoidal separation, M Unused
13 Age of differential GPS data (sec) Unused
14 Differential reference station ID Unused
Table 13: Data sentence ‘GGA’ received by the AlphaPilot MFM from GPS or ECDIS
GLL
1+2 LAT, N/S Actual LAT
3+4 LON, E/W Actual LON
5 UTC of position Unused
A = Data valid
6 Status field
V = Data invalid
A = Autonomous (Data valid)
D = Differential (Data valid)
E = Estimated (Data not valid)
7 Mode indicator
M = Manual (Data not valid)
S = Simulator (Data not valid)
N (Data not valid)
Table 14: Data sentence ‘GLL’ received by the AlphaPilot MFM from GPS or ECDIS
217 | Appendices
HDG
1 Magnetic sensor heading (in degrees) Actual value
2 Magnetic deviation E/W (in degrees) * Actual value
3 Magnetic variation E/W (in degrees) * Actual value
Table 15: Data sentence ‘HDG’ received by the AlphaPilot MFM from the NMEA MAGN COMPASS
*NOTE: AP uses both - variation and deviation from incoming ‘HDG’ sentences when NMEA sensor
MAGN in use.
HDM
1 Magnetic sensor heading, (in degrees) Actual value
2 Mode Indicator M
Table 16: Data sentence ‘HDM’ received by the AlphaPilot MFM from MAGNETIC COMPASS (Not
recommended)
HDT
1+2 Heading (in degrees), True Actual value
Table 17: Data sentence ‘HDT’ received by the AlphaPilot MFM from GYRO1 / GYRO2 / THD
HSC
1 Commanded heading to steer, True Actual value
2 T (true) T
3 Commanded heading, Magnetic Unused
4 M (Magnetic) Unused
Empty or ‘C’ = Commanded
5 Sentence status flag sentence
‘R’ = Status report, ignored by AP
Table 18: Data sentence ‘HSC’ received by the AlphaPilot MFM from an external track controller (ECDIS/ECS)
218 | Appendices
HTC
1 Override status (A = In use, V = Not in use) Unused
Commanded rudder angle (in degrees), L/R
2+3 Unused
(port/stbd)
M = Manual
S = Stand-alone
4 Selected steering mode H = Heading control
T = Track control
R = Rudder control
R = Radius controlled (Reserved for
future TCS integrations)
5 Turn mode T = Turn rate controlled (valid for
track control mode)
N = Turn is not controlled
6 Commanded rudder limit (in degrees) Unused
7 Commanded off-heading limit (in degrees) Unused
Commanded radius of turn for heading Unused. Reserved for future TCS
8
changes (n.m.) Integrations.
Commanded rate of turn for heading
9 Actual commanded ROT
changes (°/min)
10 Commanded heading to steer (in degrees) Actual commanded HTS
11 Commanded off-track limit (n.m.) Unused
12 Commanded track (in degrees) Actual CRS
Heading reference in use, T/M
13 Unused
(true/magnetic)
Empty or ‘C’ = Commanded
14 Sentence status flag sentence
‘R’ = Status report, ignored by AP
Table 19: Data sentence ‘HTC’ received by the AlphaPilot MFM from an external ECDIS/GPS (i.e. track
controller Category C)
MWD
1 Wind direction, True (0-359 degrees) Actual value
2 Wind direction, Magnetic (0-359 degrees) Unused
3 Wind speed, knots Unused
4 Wind speed, meters per second Actual value
Table 20: Data sentence ‘MWD’ received by the AlphaPilot MFM from the WIND SENSOR (ANEMOMETER)
(Used for Wind Vane control mode on Sailing Yachts only)
219 | Appendices
MWV
1 Wind angle (0-359 degrees) Actual value
2 Reference, R=Relative, T=True Actual reference
3 Wind speed, knots Actual value
K = km/h
4 Wind speed unit M =m/s
N = knots
A = Data valid
5 Status
V = Data invalid
Table 21: Data sentence ‘MWV’ received by the AlphaPilot MFM from the WIND SENSOR (ANEMOMETER)
ROT
Rate of turn (in degrees per minute)
‘+’ or without ‘+’ symbol : Bow turns to SB
1 Actual value
direction.
‘-‘ symbol : Bow turns to PS direction.
Water speed status
2 A = Valid A
V = Invalid
Table 22: Data sentence ‘ROT’ received by the AlphaPilot MFM from GYRO, THD or IMO Rate-Of-Turn sensor
THS
1 True heading, (in degrees) Actual value
Mode Indicator (A, E, M, S, V).
2 Status ‘A’ – valid heading. A (Valid status)
Other statuses: Data is not acceptable.
Table 23: Data sentence ‘THS’ received by the AlphaPilot MFM from TRUE HEADING DEVICE or GYRO1 /
GYRO2
220 | Appendices
VBW
1 Longitudinal water speed (knots) Actual value
2 Transverse water speed (knots) Unused
Water speed status
3 A = Valid V/A
V = Invalid
4 Longitudinal ground speed (knots) Unused
5 Transverse ground speed (knots) Unused
6 Ground speed status (Valid, Invalid) Unused
7 Stern transverse water speed (knots) Unused
8 Stern water speed status (Valid, Invalid) Unused
9 Stern transverse ground speed (knots) Unused
10 Stern ground speed status (Valid, Invalid) Unused
Table 24: Data sentence ‘VBW’ received by the AlphaPilot MFM from BTLOG (Bottom tracking Log)
VHW
1+2 Direction (in degrees), T(rue) Unused
3+4 Direction (in degrees), M(Magnetic) Unused
5+6 Speed, N (knots) Actual value
7+8 Speed, K (km/m) Unused
Table 25: Data sentence ‘VHW’ received by the AlphaPilot MFM from the Water referenced LOG sensor
VTG
1+2 Course over ground (in degrees), T (True) Actual COG
Course over ground (in degrees), M
3+4 Unused
(Magnetic)
6+7 Speed over ground, N (knots) Actual SOG
8+9 Speed over ground, K (km/h) Unused
A = Autonomous mode (Data valid)
D = Differential mode (Data valid)
P = Precise mode (Data valid)
E = Estimated mode (Data not valid)
10 Mode indicator
M = Manual input mode (Data not
valid)
S = Simulator mode (Data not valid)
N = Data not valid (Data not valid)
Table 26: Data sentence ‘VTG’ received by the AlphaPilot MFM from GPS or ECDIS
221 | Appendices
VWR
Measured Relative Wind angle (0-180 deg),
1+2 Actual value
Left/Right of vessel heading
3+4 Measured Wind speed, knots Actual value
5+6 Measured Wind speed, m/s Actual value
7+8 Measured Wind speed, km/h Actual value
Table 27: Data sentence ‘VWR’ received by the AlphaPilot MFM from the WIND SENSOR (ANEMOMETER)
222 | Appendices
Appendix G: Commissioning checklist
Job planning (before commissioning)

Item group Item description Result
Place of AP installation ………………………………….
Installation
Date of AP installation ………………………………….
Vessel name ………………………………….
Vessel type ………………………………….
Vessel owner (operator) ………………………………….
Call sign ………………………………….
MMSI ………………………………….
IMO ………………………………….
Displacement …………………………………. tons

Basic vessel information
Average draft …………………………………. meters
Maximum draft difference …………………………………. meters
Loading ………………………………….
Sea speed …………………………………. knots
LOA …………………………………. meters
BOA …………………………………. meters
GPS position …………………………………. meters
Number of thrusters ………………………………….
Thrusters Type of thrusters ………………………………….

Solenoid valves control / Proportional
Type of interface
control (0...10 V, ±10V or 4...20mA)
Number of rudders ………………………………….
Type of rudders ………………………………….
Rudders RFU Yes / No
Type of RFU ………………………………….

Independent rudder
Yes / No
control
223 | Appendices
Solenoid valves control / Proportional
Type of signal
control (0...10 V, ±10V or 4...20mA)
Number of AlphaPilot MFM
control units ………………………………….
Steering wheel Yes / No
System components Number of FU Tillers ………………………………….
Integration of external
Tillers (or other system
………………………………….
components)
Feedback signals Pot meter signal / Sincos-signal / 4..20mA
Compass GYRO 1 / GYRO 2 / THD / HMS / MAGN
GPS position data GPS / ECDIS
Speed SOG / LOG / ECDIS LOG

Interfaces from/to
other components / ROT SENS / CALC
systems
ECDIS OUT ………………………………….
VDR OUT ………………………………….
WIND ………………………………….
NSERV (ROT sensor) ………………………………….

Auto / Low Speed Heading Control /
Required autopilot Dodge / Override / Track Cat. A / Track
modes Cat. B / Track Cat. C / Rate of Turn / CTS
pilot / Wind vane
224 | Appendices
Job execution (during commissioning)
Type number ………………………………….
ECDIS
Serial number ………………………………….
Type number ………………………………….

Compass
Type number ………………………………….

VDR
Calibration tables Included in back-up of software settings
Back-up of software
………………………………….
settings
225 | Appendices

142-PilotSea AM AlphaPilot MFM Install Manual 12-2-2019

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

142-PilotSea AM AlphaPilot MFM Install Manual 12-2-2019

Uploaded by

Copyright:

Available Formats

AlphaPilot MFM

A Auto mode (a control mode identifier as shown on the AlphaPilot

Alert Announcement of abnormal situations and conditions requiring

An alert provides information about a defined state change in

Do not disassemble or modify the equipment. Otherwise, it may cause a

Do not scratch, damage, modify, heat, pull, excessively bend, or heavily

Do not place a vessel containing liquid on the equipment. Otherwise, it

When unplugging the instrument, be sure to remove the cord terminal

Non-compliance with the installation, operation and maintenance requirements

Do not disassemble or modify the equipment. Failure to observe this instruction

The system components are sensitive to humidity, temperature fluctuations and

Any modification to this equipment without prior written permission from

Installation of this product shall only be done by a certified installation company

To This product must be installed in accordance with the installation methods

Contact the Alphatron dealer regarding the terms of the warranty.

• Introduction contains a description of the AlphaPilot MFM system.

Do not use automatic steering in the following conditions:

When using The AlphaPilot MFM system:

(see SOLAS-74 (Safety of Life at Sea), chapter 5, rule 19, International

1.2.1 System overview

Figure 1: Schematic system overview

• AlphaPilot MFM control unit

AlphaPilot and AlphaTrackPilot MFM control unit

Figure 2: AlphaPilot MFM

Figure 3: Handwheel SR (left) & Handwheel TR (right)

Figure 5: NFU Tiller

1.2.5.1.1 MCU Box

Figure 7: MCU Box

For its specification, see Appendix A11: Specification - MCU Box.

Figure 8: MCU MS Box

For its specification, see Appendix A12: Specification - MCU MS Box.

1.2.5.2.1 ACU Box

The use of an ACU Box is very rare!

Figure 9: ACU Box

For its specification, see Appendix A13: Specification - ACU Box.

Figure 10: ACU MS Box

For its specification, see Appendix A14: Specification - ACU MS Box.

1.2.7.1 Heading data from compass

1.2.7.2 Rate-Of-Turn data

1.2.7.3 Speed-Through-Water data

1.2.7.4 Speed-Over-Ground data from GPS

1.2.7.5 Relative Wind angle data

1.2.7.6 Data from TCS

NMEA 0183 Description Transmission interval

NMEA 0183 Description

This chapter describes the installation of the AlphaPilot MFM system.

2.1 Initial inspection

After you unpack the system do as follows:

37 | Installation, commissioning, and testing

CAUTION To This product must be installed in accordance with the installation

Mechanical installation of AlphaPilot MFM components is described in this manual. Mechanical

2.2.1 General installation requirements

2.2.2 Power requirements

2.2.3 Grounding availability

Grounding aims to reduce emissions or divert EMI.

CAUTION Propagation and reception of electromagnetic energy may cause

38 | Installation, commissioning, and testing

2.2.4.1 Short description of connections

2.2.4.1.1 Mode Switch

2.2.4.1.3 CAN for dimming

CAN (AP) and CAN (MS)

- The FU ROT Tiller (if applicable) is typically connected to CAN (AP).

39 | Installation, commissioning, and testing

- Shielded communication cables