TMQ Ap4

TMQ – AP4
(AP4S10 Rev 1.5)
OPERATION AND INSTALLATION MANUAL
www.tmq.com.au
Introduction ................................................................................................. 4
Warning .................................................................................................... 4
Overview.................................................................................................... 4
Autopilot Operation - Standard ................................................................. 5
Set (Standby) ............................................................................................. 6
Auto ........................................................................................................... 7
Power Steering .......................................................................................... 8
GPS – Waypoint Steering ......................................................................... 8
Watch Timer Mode ................................................................................... 9
Commercial Boat Watch Timer ............................................................. 10
Autopilot Operation - Remote Control .................................................... 11
Hand Remote .......................................................................................... 11
Hand Remote Auto Steer .................................................................... 11
Hand Remote Power Steer .................................................................. 12
Active Remote ......................................................................................... 12
Active Remote Auto Steer .................................................................. 13
Active Remote Power Steer ................................................................ 13
Active Remote GPS – Waypoint Steering .......................................... 13
Steering Lever & Electric Helm Steering .............................................. 14
Jog Switch Steering ................................................................................ 15
Sensitivity & Rudder Adjustments .......................................................... 16
Alarms......................................................................................................... 18
Installation of Autopilot ............................................................................ 20
List of Components ................................................................................. 21
Installation of Main Control Unit .......................................................... 22
Installing a Compass-Top Sensor .......................................................... 24
Installing a Magnetic Sensor Unit (Fluxgate Compass)....................... 25
Magnetic Sensor Unit & Compass Top Sensor Interchange ................ 26
Installation of Rudder Feedback ........................................................... 27
Precautions .......................................................................................... 27
Mounting ............................................................................................. 28
Selection Switch- Standard or Heavy Duty Feedback ........................ 29
Heavy Duty Rudder Feedback Installation Diagram .......................... 30
Standard Rudder Feedback Installation Diagram ............................... 31
Installation of Remote Units .................................................................. 32
Remote Calibration. ............................................................................ 33
NMEA Connection ................................................................................. 33
TMQ AP4 Autopilot (AP4S10) 2 of 62 Version 1.5 23/02/2017

NMEA Socket - Pin Configuration ..................................................... 34
GPS Data Input ................................................................................... 34
Heading Data Connections .................................................................... 35
Heading Data Output .......................................................................... 35
Heading Data Output Selection .......................................................... 36
Heading Data Input ............................................................................. 36
External Alarm Installation ................................................................... 37
Wiring Connections – AP4 Rear Panel ................................................. 38
Examples - Drive Connection Diagrams ............................................... 40
General Information - Drive Units ........................................................ 41
Commissioning Checks ............................................................................. 42
Post Installation Checks ......................................................................... 42
Pre Sailing Dockside Tests ..................................................................... 43
Sea Trials ................................................................................................ 44
Rudder Limits Setting ............................................................................... 45
Compass Calibration ................................................................................. 48
Calibrating TMQ Compass - COMMAG ............................................... 48
Calibrating TMQ Electronic Compass - ELECOM .............................. 49
Resetting Compass to Factory Calibration ............................................ 49
AP4 Special Modes .................................................................................... 50
Operating Without RFU ........................................................................... 52
Adjusting the PID Control ........................................................................ 53
Keeping the Heading .............................................................................. 53
Following a Track (Waypoint) ............................................................... 54
Optional Extras .......................................................................................... 56
Declaration of Conformity ........................................................................ 58
Warranty .................................................................................................... 59
Troubleshooting ......................................................................................... 60

Introduction
Warning
AUTOMATIC PILOTS ARE DESIGNED TO BE A NAVIGATIONAL
AID AND SHOULD NEVER BE LEFT SOLELY IN CHARGE OF
THE VESSEL. AN ADEQUATE WATCH SHOULD BE
MAINTAINED AT ALL TIMES.
IT IS RECOMMENDED THAT THE AUTOPILOT NOT BE USED WHILE

NAVIGATING IN RESTRICTED WATERWAYS AS WATER CURRENTS,
WIND CHANGES OR RADIO TRANSMITTER INTERFERENCE MAY
AFFECT VESSEL COURSE SUFFICIENTLY TO ENDANGER YOUR OWN
OR OTHER VESSELS.
Overview
The AP4 autopilot is a rugged & reliable pilot for use on all sorts of vessels,
motor or sail, commercial or pleasure. The front panel has large control knobs
for ease of use in all sea conditions. It has various special modes of operation to
cater for all different requirements.
An AP4 system comprises the following essential components:

 Control Unit
 Compass
 Rudder Feedback Unit
 Rudder drive system
Optional Components:
 Hand or active remote
 Second remote control display
 Steering lever or electric helm
 Rudder angle indicator
 External alarm

This autopilot can control the movement of the rudder through a mechanical
drive motor, reversing hydraulic pump, solenoid valves on a constant running
pump or relays. The motor outputs have been carefully designed to work with a
wide range of motors - for more information, consult your dealer or TMQ
Electronics.
 The autopilot unit should be installed out of direct sunlight and protected
from water and spray.
 The compass must be installed in a place free of magnetic interference,
and connected to the autopilot.
 The rudder feedback must be attached to the rudder in such a way that it
can accurately measure the position of the ships rudder and is also
connected to the autopilot.
Provision has been made for two standard remotes, either hand remote or
steering lever. Alternatively one active remote can be used. The special remote
mode of operation may have to be adjusted for the various control devices.
Extra devices may be connected via the internal connection strip, for example,
GPS compass heading input.
For more information on installation of your AP4 autopilot, see the

Installation of Autopilot section of this manual.
For more information on using your AP4 autopilot, see the Autopilot
Operation section of this manual.
All control units operate on 12 or 24 volts DC. Electrical cables are supplied for
interconnection of equipment. Hardware is supplied to mount and couple the
mechanical drive unit into the steering system. Hydraulic installation kits can be
supplied (optional at extra cost) if the pipe size and brand of hydraulic system is
specified.
Autopilot Operation - Standard

The following is a brief overview of the capabilities of the AP4 autopilot. Each
is described in more detail later in following pages.

 Set/Standby Mode
The digital display shows the current magnetic heading.
The autopilot does not apply any steering corrections.
 Auto Mode
The autopilot maintains your boat on the selected magnetic course.
Course can be set or changed by rotating the Course knob or from a
remote steering station.
 Power Steer
The rudder may be controlled by the course knob on the main panel or
from a remote steering station.
 GPS Mode
When receiving information from a GPS unit, the autopilot can steer a
vessel along a preset track to a precise latitude and longitude.
 Watch Timer
A timer can be set from 1 to 120 minutes. When the time expires, an
alarm sounds. Uses include timing of trawling runs or a reminder to
check for anchor drag at set periods.
 Commercial Watch Timer

For vessels under survey. The timer can be set to give a warning alarm
at a fixed preset time and provide an output control signal for a loud
external alarm 1 minute after the internal alarm sounds.
Note: External alarm piezo siren must be fitted
Set (Standby)
 MODE switch in SET position
 The AUTO light is off *
 The motor clutch is disengaged *
 No steering control output is generated *
 The digital display shows the vessels current magnetic course.
 Watch Alarm may be set (if required)
 Hand remote or steering lever (if installed) is ignored at first turn on.

 Other special remote modes are accessible (refer later)
* Apart from when in some of the remote modes.
Possible alarm
 Watch timer alarm (if set)
Auto
Engaging Auto steering mode
 Rotate MODE switch to AUTO

 AUTO light is on
 Pilot is “locked on” to the course showing on display
 Steering control is generated
 Rudder can be driven to the limit set position
 Waypoint steering can be activated (if GPS available)
 Watch alarm can be activated.
Disengaging the Autopilot
 Rotate the MODE switch to the SET position

 AUTO light is off
 Steering control is deactivated.
 Display shows boat heading
 Boat under manual steering control (helm)
Course Adjustment in AUTO

 Rotating the large course control knob (each "click" is 1º course change)
 Display shows course to steer after adjustment
 Each full rotation of course change knob gives 24º
Possible alarms
 Off course (more than 45º)
 Watch timer (if set)
 FUS Indicated advises the internal fuse is open

Power Steering
Engaging Power Steering Mode
 Rotate the MODE switch to the PWR position.
 AUTO light is on
 Display shows boat heading
 Boat is steered by rotating the COURSE knob
 Change course by rotating knob
Note: The maximum amount of rudder which can be applied is controlled by
Rudder Limit setting (see installation section).
For information on Power Steering with a remote unit (eg: steering levers) see
the section on remote units.
Possible alarm
 Watch timer (if set)
 FUS Indicated advises the internal fuses is open
GPS – Waypoint Steering

Autopilot must be interfaced to a GPS Plotter generating NMEA 0183 data
output. A route has to be selected on the GPS (refer GPS manual).
Note: Before using this functionality, make sure the auto mode is working
properly and adjusting its variables if necessary. How to adjust the auto
mode is explained in the section “Sensitivity & Rudder Adjustments” and
also. If necessary some advanced settings, they are described in the
sections “AP4 Special Modes” and “Adjusting the PID control”.
Engaging GPS Mode
 Switch MODE switch to AUTO
 Press GPS button (labelled with a satellite dish)
 GPS light will light
 Display changes to course to steer (BTW on GPS)
 Boat may change course to take up new course (the maximum rate of
turn, if necessary, can be adjusted with the special mode 920)

Disengaging GPS Mode
 Press the GPS button
 GPS light is out
 Pilot locks on to current heading of
If no GPS data or AP4 does not receive the data

 Autopilot maintains lock on the current course
 No GPS data alarm will sound
 GPS light will flash
Changing the mode switch to any position other than AUTO will also
disengage the GPS mode.
Setting up your GPS unit
Consult your GPS manual for this procedure first. Because there are a great
variety of GPS units that work with this autopilot, the following is a guide only.
a) GPS must output NMEA 0183 data
b) Data must include at least one of the following sentences:
(i) APA
(ii) APB
(iii) BOD and XTE.
 Set up route in GPS
 Set arrival zone
 Select “auto sequence” if more than one waypoint en route
 For XTE output only from GPS steer boat to course before engaging
GPS on pilot.
Remember: Prior to engaging GPS you must program a route into the
GPS for the autopilot to follow
Watch Timer Mode

To set pleasure boat watch timer
 Press TIMER button (labelled with a clock)
 Display reads time in minutes
 Rotate COURSE knob to set time required (max 120 minutes)
Note: After 3 seconds the display reverts to boat heading

To reset timer when alarm sounds
 When set time expires an alarm will sound
 Press TIMER button
 Time is reset to original time
Note: If an external alarm is fitted, this will sound 1 minute after the internal
alarm if the timer has not been reset or muted.
To disable (mute) watch timer

 Rotate COURSE knob until display reads 000
 Press TIMER button again
Commercial Boat Watch Timer

Used where survey regulations for commercial vessels require a watch timer
(which includes an external alarm) fitted with an autopilot.
Note: Once the commercial watch alarm has been enabled, it cannot be
disabled by the user.
To enable the commercial watch timer alarm

 Switch AP4 to SET mode.
 Hold down the GPS button and press TIMER button
 Display shows [900]
 Rotate COURSE knob until display reads [906]
 Press the TIMER button again
 Display shows [A-0]
 Rotate COURSE knob until display reads [A-1]
 Press the TIMER button
 Display shows [A00]
 Dial up Commercial Regulation Time, eg: for QLD dial [A05]
 Display then reverts to normal heading.

 Alarm will sound after set time has expired
 Press TIMER to reset
When the commercial timer is enabled and the autopilot is in control of the boat
(i.e.: in AUTO, GPS or REMOTE AUTO mode), the AP4 internal alarm
sounds after completion of the selected interval and the louder external alarm
one minute later, unless the timer is previously reset.
In SET, PWR and remote POWER modes, the timer can be set to any required
time as for a pleasure boat.
Autopilot Operation - Remote Control

The following is a brief overview of the capabilities of the AP4 autopilot with
remote control units. Each is described in more detail later in the manual. The
RFU control mode must be selected in order to use the remotes, apart from the
front panel knob and the jog levers.
Hand Remote
Hand Remote Auto Steer

The AP4 can be controlled with a hand remote unit. Auto and power steer
modes can be selected. Special remote response mode r-1 must be set in AP4.
To engage auto steer mode with Hand Remote Unit

 Switch AP4 MODE to SET, AUTO or PWR
 Set remote knob to centre position
 Switch remote switch to AUTO
 Pilot locks on to boat heading as for normal autopilot
 Change course by +/- 90 º by rotating knob
Note: If remote switch is already in the AUTO position, move switch to OFF
and then back to AUTO.

To disengage auto steer mode with Remote Unit
 Switch remote switch to OFF
 Pilot is now in SET mode
 Boat is now steered manually
Note: When the autopilot has been "turned off" using a remote unit (eg: hand
remote, etc), the MODE switch may be in the AUTO or PWR position
BUT steering is under manual control (AUTO LED indicator would be
off). To re-engage the autopilot, use the remote unit switch or move the
MODE switch to SET then back to AUTO. Remote auto steering will also
be disengaged by changing the position of the AP4 MODE switch
Hand Remote Power Steer

To engage power steer mode with Hand Remote
 Set hand remote knob to centre position
 Switch remote switch to POWER STEER
 Boat is in power steer control
 Steer boat by rotating knob
Note: If remote switch is already in the POWER STEER position, move switch
to OFF and then back to POWER STEER
To disengage power steer mode with Remote Unit
 Return remote unit course knob to centre
 Switch remote switch to OFF
 Pilot is now in SET mode
 Boat is now steered using helm
The autopilot will return to SET mode.
Active Remote
The AP4 can be controlled with an active remote unit. Auto, Power Steer, GPS
steering can be selected. Response and Rudder settings of AP4 can be adjusted.
Special internal remote mode r-2 must be set.

Active Remote Auto Steer
Note: AP4 must be set to r-2 special remote mode
To engage auto steer mode with Active Remote Unit
 Press AUTO on active remote
 AUTO LED on AP4 will light
 Pilot locks on to boat heading as for normal autopilot
 Change course by +/- 90 º by rotating knob
To disengage auto steer mode with Active Remote Unit

 Press STANDBY on active remote
 Pilot is now in SET mode. AUTO LED is off
 Boat is now steered manually (by helm)
Active Remote Power Steer

To engage power steer mode with Active Remote Unit
 Press POWER STEER on active remote
 AUTO LED on AP4 will light
 AP4 display shows boat heading
 Boat can be steered by rotating active remote knob
To disengage auto steer mode with Active Remote Unit

 Press STANDBY on active remote
 Pilot is now in SET mode. AUTO LED is off
Boat is now steered manually (by helm)
Active Remote GPS – Waypoint Steering

To Engage GPS Mode
 Switch AP4 MODE switch to SET or AUTO
 Press GPS button on active remote
 GPS light on AP4 will light

 AP4 display changes to course to steer (BTW on GPS)
 Boat may change course to take up new course (maximum rate of turn
is 10º per second)
To Disengage GPS Mode

 Press AUTO button on active remote
 GPS light on AP4 light is out
 Pilot locks on to current heading of boat and is in AUTO mode
Note: Active remote GPS control can also be deactivated by pressing
STANDBY or POWER.
For STANDBY the AP4 reverts to SET mode and the boat is steered
manually (by helm).
For POWER STEER the boat can be steered manually by rotating the
active remote knob.
Steering Lever & Electric Helm Steering
Note: AP4 must be set for the correct special remote mode (see page 32)
The boat may be steered using a steering lever with the AP4. Special internal
remote modes r-3, r-4, r-5 or r-6 must be set in AP4 depending on remote
control connection.
Steering Levers and Electric Helms provide full follow up steering. A steering
lever or electric helm operates in a similar way to a hand remote control.
However, the method of operation will depend on the special remote mode set.
To Engage Steering Lever or Electric Helm

 Press select switch (or toggle select switch)
 Steer boat using lever or wheel
Note: Some internal remote mode settings allow for power steering at turn on.
To disengage Steering Lever or Electric Helm
 Press select switch (or select new MODE on AP4)
 Steer boat manually

Jog Switch Steering
The boat may be steered using a jog switch input with push button select
switch. Special remote response mode r-7 or r-8 must be set depending on
remote control requirements.
A jog lever is a device comprising a lever under spring tension for centre
reference and two switches for bi directional control.
With AP4 set for JOG input, a number of operations have been included in the
software to extend the use of the AP4 control for some navigational situations
(refer to selection of special remote mode 908, r-7 or r-8 in the subsection
“Special Modes Display Selection” of “AP4 Special Modes”)
When special remote mode r-7 is set and the system is fitted with a jog lever
and separate push button select switch, the boat can be steered using the jog
lever either in AUTO JOG mode or POWER STEER JOG mode.
Jog Switch Wiring
Jog Switch Steering with AP4 in SET

 Switch AP4 MODE switch to SET
 Press jog lever select button
 Boat is now in AUTO JOG under autopilot control
 Change course by using jog lever – each jog switch movement gives 1º
course change and a “beep” will sound
 For more rapid course change hold jog switch on – course will change
in 2º increments
 For POWER JOG press the selection switch
 Boat is now “manually” steered using the jog switch
 To return to AUTO jog press the selection switch again
 To toggle between AUTO JOG and POWER JOG press the selection
switch.
 To exit JOG control switch the AP4 to OFF/AUTO/PWR
Jog Switch Steering with AP4 in AUTO

 Switch AP4 to AUTO – at initial switch on the system will operate in
normal autopilot control; the jog lever will have no effect at this stage
 For POWER STEER JOG press jog lever select button
 Control rudder movement and direction by jog lever
 Manually steer the boat using the jog lever
 COURSE knob has no effect in this mode
 For AUTO JOG press jog lever select button
 Boat is now under autopilot control
 Change course by using jog lever – each jog switch movement gives 1º
course change and a “beep” will sound
 For more rapid course change hold jog switch on – course will change
in 2º increments
 Each successive press of the selection switch will toggle AP4 between
POWER JOG steering and AUTO JOG steering
 To return to normal autopilot operation, switch the AP4 to SET then
back to AUTO.
Sensitivity & Rudder Adjustments

The AP4 autopilot has adjustments for setting heading sensitivity and rudder
response to customise the boat for optimum steering performance.
The control in the centre of the AP4 front panel adjusts both sensitivity and
rudder ratio. The centre position is usually suitable for most vessels, but
should the vessel's steering be sensitive or slow, adjustment maybe required.
In general, a vessel with fast turning rate will require a small rudder response
setting. A large, slow vessel may require a higher value for the rudder response.
This may also be adjusted according to speed - low speeds may require more
rudder angle for steering than high speeds.

 Sensitivity
This adjusts the rudder sensitivity (sometimes known as dead band) which
varies the tolerance to the position of the rudder from the control in auto
mode. This setting relates directly to the dead band of the vessel’s
direction, in other words, how much “wander” is allowed before the
autopilot reacts to correct any change.
Increasing the value of this setting, will increase the tolerance to the
rudder position error. Decreasing it will make the rudder position and the
vessel’s route more accurate, but decreasing to much may make the vessel
oscillates to much around its direction.
 Rudder Ratio
This control adjusts the rudder ratio which varies the amount of rudder
applied for a course error.
To adjust sensitivity
 If Display is reading Heading 000-365 pull out centre knob
 Display will read a number eg: 05
 Adjust the knob anticlockwise until pilot just begins to hunt (this is
indicated by the port and starboard lights flickering)
 Turn knob clockwise until lights are not flickering.
 Push knob to set and back to compass display.
To adjust rudder ratio

 Display is reading Heading 000-365
 Rotate centre knob
 Display will read a number eg: 06
 Adjust knob until boat steers a straight course. Note the reading.
 Display will return to Heading
 If Display is indicating Rudder Angle Push button to Heading display.
Note: The sensitivity and rudder are normally adjusted together with sensitivity
being adjusted first, then rudder ratio.
The sensitivity should be adjusted so that the AP4 is not continually driving
back and forth (hunting) as this can prematurely wear your steering system
If the centre knob is left out after the sensitivity is set, when 3 seconds has
elapsed, the AP4 display will read rudder angle.

When the rudder ratio setting is too low, turns will take an excessive amount
of time, and the vessel may "wander".
When the rudder ratio setting is too high, turns will be rapid and the vessel
will oversteer.
Experiment will find the best settings for your vessel. Only make small
changes at a time.
Alarms
A number of conditions will cause alarms to sound. Each alarm has a different
"beep pattern" (except watch timer and commercial watch alarm). The external
alarm output may also be turned on by some of these alarms; this does not have
a "beep pattern" but instead it sounds continually.
Watch Timer Alarm
This alarm indicates that the time set by the user has expired.
Alarm pattern is 1 second on, 1 second off until reset.
Commercial Watch Alarm (Option)
This alarm indicates that the autopilot is in control of the vessel but timer key
has not been pressed within the last five minutes (if set for 5 minutes). Alarm
pattern is 1 second on then 1 second off until reset.
The external alarm output is turned on 1 minute after the internal alarm begins
to sound.
Angle Off Course Alarm
The alarm pattern is 0.2 seconds on, 0.2 seconds off when vessel is more than
45 degrees from course-to-steer.

No GPS Data Alarm (Waypoint Steering)
The alarm sounds 0.5 seconds on, 0.5 seconds off if the autopilot is not
receiving valid information from the GPS.
No Heading Reference (NMEA Heading or GPS Input)
The alarm sounds 0.5 seconds on, 0.5 seconds off if the autopilot is not
receiving heading data or GPS data for heading reference.
Bridge Navigational Watch Alarm System (BNWAS)
This alarm is set to ON or OFF via special display mode 913. When it is ON,
the external alarm terminal will be kept active low while the device is in auto
mode. It is intended for being connected to an external BNWAS controller. In
any other mode, different from auto, the external alarm will be open circuit.
From the factory, this alarm mode is OFF.

Installation of Autopilot
EMC Considerations & Precautions:
All TMQ equipment and accessories are designed to the best industry standard
for use in the marine environment. Their design and manufacture conforms to
the appropriate Electromagnetic Compatibility (EMC) standards, but good
installation is required to ensure that performance is not compromised.
Although every effort has been taken to ensure the autopilot will perform under
all conditions, it is important to understand that some factors could affect the
operation of the product.
Installation instructions are provided in this manual. Some preliminary

suggestions follow:
Installation:
To reduce the risk of operating problems, all TMQ equipment and cables
connected to it should be at least 1 metre (3 feet) from any equipment
transmitting or cables carrying radio signals, eg: VHF radios, cables and
antennas. In the case of SSB radios, the distance should be increased to 2
metres (7 feet).
Position of electronic compass is important to ensure no magnetic interference.

It may be necessary to trial several positions before deciding on an optimum
position. Check other side of bulkhead, dash and/or deckhead for any material
which may interfere with the compass (steel or iron in particular). Keep
electronic compass away from the boat’s magnetic compass.
Check:
Always check the installation before going to sea to make sure that it is not
affected by radio transmissions, engine starting, low battery voltage or other
problems.
In some installations it may not be possible to prevent the equipment from

being affected by external influences. Usually this will not damage the
equipment but may cause momentary incorrect operation.

List of Components
The AP4 Autopilot Control system when packed comprises the following:
 AP4 Main Control Unit – 2 metre power cable
 Compass, Compass Top Sensor or Electronic Compass (depending on
order) – 5 metre cable attached
 Rudder Feedback Unit* – 14 metre cable attached
 Rudder feedback linkage assembly
 Owners manual, mounting cradle & knobs, spare DIN plug for NMEA
connection, mounting screws
* The Rudder Feedback Unit with 14 m cable may be not attached
TMQ Autopilots are intended for use in three (3) basic configurations:
1. AP4 can be used to control most brands of drive units or solenoid

control valves (hydraulic). System components:
 Control unit
 Compass
 Rudder feedback unit
2. AP4 and mechanical drive system - used to drive most hand-operated

mechanical steering systems eg: rod & chain, push-pull or pull-pull
systems. Some helm pumps can also be used with a mechanical drive to
provide an installation, which requires no additional hydraulic pump.
System components:
 Control unit
 Compass
 Mechanical drive
3. AP4 and reversing hydraulic pump - used with hydraulic steering

systems. Different pump units are used to cater for a wide range of
systems. Correct installation is required and pump size and voltage
should be considered BEFORE installing the hydraulic pump. System
components:
 Control unit
 Compass
 Reversing hydraulic pump
Installation of Main Control Unit
Position & mounting
 Select a dry position
 Provide access for wiring to rear of the pilot (minimum compass,
feedback, power and drive)
 Install mounting cradle - on dash or suspended from deck head or cut
out panel if mounting the pilot in dash
 Route the power cable to 12 or 24 VDC power source
 Check AP4 Mode switch is OFF
 Connect power cable to the AP4
Note: To control the autopilot from a remote position, fit a remote unit.
Wiring
 Keep autopilot connection cables away from radio aerials and cables
 Select a drive unit interconnection cable of appropriate size to prevent
voltage drop
Installing an Electronic Compass – ELECOM
Mount away from any external magnetic interference, eg: radio or speakers. The
compass must be mounted in a horizontal position with the arrow (BOW)
pointing in the same direction as the bow of the boat.
Position
 Determine a suitable position free of magnetic influence

 Ensure there are no radios or radio aerials or cables nearby
 Check other side of bulkheads or behind dashes for any likely
interference
 Install compass horizontally
 Rotate compass in the bracket if necessary until the arrow faces the
bow of the boat
 Route the cable to the AP4 control position
 Connect the compass cable to NMEA 6 pin Connector on rear of unit.
Vessel Bow

The 6 pin plug on the ELECOM may have 4 other wires also connected to the
plug.
These are used for Waypoint steering when GPS plotter is connected, or
connecting a GPS into the compass to use the COG information to correct the
compass.
There will be 2 pairs of wire:

 Green / White are for connecting to a GPS plotter. The green wire is
negative, and the white is positive.
 Green / Blue are for connecting to a GPS supplying COG (Course over
Ground) information to improve compass operation on a steel vessel.
The green wire is positive, and the blue is negative.
ELECOM Wiring Colour Code

NEG Blue
A+ Red
TXD+ Yellow (data from Compass)
RXD+ Green (data to compass)
RXD− Shield (Black)

Installation of the magnetic Compasses
There are two other types of compass which may be supplied for this autopilot.
A compass-top sensor (TMQ CTS), or a magnetic sensor unit (TMQ fluxgate
compass - COMMAG),
Wiring
The magnetic sensor unit or compass-top-sensor, which is supplied with your

AP4 autopilot, is fitted with a plug, which fits into the COMPASS socket on the
rear of the autopilot. If the cable must be extended, we recommend that TMQ 5-
core shielded extension cable be used. This is available from your supplier or
TMQ Electronics.
Installing a Compass-Top Sensor

A compass top sensor should be used as the heading reference unit for steel
boats. Before attaching the CTS to the top of a flat top compass, ensure there
are no defects in the compass, eg: sticking card, as this will affect the operation
of the autopilot.
Position
 Firstly determine the correct position of the CTS on the compass glass
top (CTS is central and cable facing aft)
 Route the cable to the AP4 control unit position
 Plug cable into AP4 compass socket
 Before fixing the CTS to the compass surface, switch on the AP4, align
the CTS carefully so that the AP4 display reads the same as the boat
magnetic compass
 When position is correct attach the CTS with double sided tape

Installing a Magnetic Sensor Unit (Fluxgate Compass)
Where there is magnetic interference on a vessel, the magnetic sensor unit may
have to be tried in several positions to obtain the best operating results before
final installation. Good autopilot course holding is dependent upon the
compass being free from magnetic interference
Exercise care when handling the compass as internal gimbals may be damaged
from abuse. Remove internal packing prior to installing.
Position
 Determine a suitable position free of magnetic influence

 Ensure there are no radios or radio aerials or cables nearby
 Check other side of bulkheads or behind dashes for any likely
interference
 Install compass bracket vertically (on bulkhead, dash or deck head)
 Carefully remove internal transit packing from compass
 Insert compass body into bracket
 Rotate compass in bracket until cable faces towards the stern
 Route the cable to the AP4 Control unit position
 Plug compass cable into AP4 autopilot
 Check AP4 display reads the same as the boat compass when pilot is
switched on.
Note: The compass can be mounted outside the hull of the boat if required (eg:
on a mast of a yacht). However, places to be avoided are low in the hull
near an engine or machinery because of magnetic interference or too
high up a mast because of excessive movement. The bracket can be fixed
from the top, side, or its bottom.

Calibration
Only the Compass top sensor (CTS) or the COMMAG can be calibrated by the
AP4 control unit.
The compass is calibrated before leaving the factory and will be accurate if
there is no external magnetic interference. After initial sea trials, you may wish
to recalibrate the compass, although in most cases the factory calibration will be
as good as or better than calibration achieved on the vessel. See the Compass
Calibration Section.
Magnetic Sensor Unit & Compass Top Sensor Interchange

The magnetic sensor unit (fluxgate compass) can be interchanged with a
compass top sensor. This is desirable when the autopilot is to be fitted to a steel
hulled vessel or vessel containing large amounts of steel.
If the magnetic sensor unit and compass top sensor are interchanged, the
compass detector DIP switches must be altered. The top cover of the AP4 has to
be removed. The DIP switch is identified as component DIP2 on the PCB
component overlay diagram at the rear of this manual.
Selecting between fluxgate compass and compass top sensor:
 Switch OFF both sections of DIP2 for magnetic sensor unit (fluxgate)
 Switch ON both sections of DIP2 for compass top sensor

Installation of Rudder Feedback
Precautions
The rudder feedback unit is water resistant. However, if it is to be mounted in a
wet position, some effort is necessary to ensure the unit does not become
immersed in water. If necessary the standard rudder feedback unit may be
mounted upside down, in which case the feedback cable must be cut in a
suitably dry position, and the blue and red wires swapped.
Note: do not mount the heavy duty rudder feedback unit upside down.
Note: the autopilot will function with some restrictions if a rudder feedback
unit (RFU) is not fitted, or if the feedback is faulty or incorrectly
adjusted. In case of not fitting a RFU, the device must be set to work in
non RFU mode via special mode 922. See more details on page 52,
“Operating Without RFU” section.

Note: the rudder feedback unit is factory aligned. The arm should not be
removed or loosened unnecessarily. If the arm is loosened or removed,
voltage alignment should be checked before using the autopilot. This
must be done by a competent technician.
Mounting
Refer to the installation diagrams on pages 30 or 31 for the relevant rudder
feedback unit.
The rudder feedback unit is water resistant. However, if it is to be mounted in a

wet position some protection will be necessary to ensure the unit does not
become immersed in water.
Position
 Select a position adjacent to the tiller arm

 Install the mounting bracket to accommodate the rudder feedback unit
with its arm parallel to and pointing in the same direction as the tiller
 Attach the rudder feedback to the bracket. (For RFUS arm is
uppermost. For RFUH shaft is lowermost)
 Drill a hole in the tiller arm for the linkage arm connection block (1/4”
diameter)
 Attach the linkage swivel block to the tiller
 Attach the linkage ball joint to the rudder feedback arm
 Fit the linkage arm through the swive block and attach the other end to
the ball joint
 Remove the top of the feedback (RFUH only)
 Connect 3 core cable to the RFU terminal strip (RFUH only)
 Route the rudder feedback cable to the AP4 position
 Connect the RFU cable to the RUDDER socket of the AP4
Installation Checks
 Turn the helm slowly from hard over to hard over and observe the
movement of the rudder feedback arm
 Ensure the feedback arm or linkage does not foul in any position
 Ensure there is no strain on the feedback arm or linkage

 Check the rectangular correlation between the feedback arm, the tiller
and the linkage with rudder amidships
 Check direction of feedback arm movement (port and starboard)
corresponds with the markings on the feedback body
 Check the feedback arm direction matches the tiller movement
direction for port and starboard
Note: Correct any problems before using the autopilot
Selection Switch- Standard or Heavy Duty Feedback

The AP4 is normally dispatched from the factory as ordered. However, when
installation of the feedback is completed on the boat the RFUS / RFUH
selection switch in the AP4 control unit should be checked for correct selection.
Selecting between RFUS and RFUH:
 Switch OFF the switch 1 of DIP1 for RFUS;
 Switch ON the switch 1 of DIP1 for RFUH.

Note: DIP 1 Switch 2 is used for heading input from a GPS using the COG
information. Normally set to Compass (OFF). Refer “NMEA
Connection”, page 33.
Heavy Duty Rudder Feedback Installation Diagram

Standard Rudder Feedback Installation Diagram

Installation of Remote Units
Hand and Active Remotes use a small clip bracket for mounting.
Steering Levers are normally mounted in-dash. For a TMQ steering lever this
will require a 90mm hole to be cut for mounting plus a position for a push
button selection switch (if used). Other steering levers as required.
The units are very robust and either of these may be mounted where it is subject
to occasional splashes of water. If mounted in direct sunlight, the decal may
fade.
Hand Remote
 Select a position for the Hand Remote bracket
 Install the bracket and attach the remote
 Plug the remote cable into REMOTE socket of AP4
 When the AP4 is switched on, test the remote operation
Active Remote
 Select a position for the Hand Remote bracket
 Install the bracket and attaché the remote
 Plug the remote cable into REMOTE socket of AP4
 When the AP4 is switched on, test the remote operation
Steering Lever (TMQ)

 Select a position for the Steering Lever
 Cut a 90 mm clearance hole for mounting the Lever
 Secure the steering lever with two screws
 Fit selection switch adjacent to lever (if used)
 Plug the cable into the REMOTE socket at the rear of the AP4
Remotes Calibration
The remotes can be calibrated if required; this allows the full range of the
steering input to be used. Each remote fitted has to be calibrated.

Remote Calibration.
(Carry out this procedure only after rudder limits have been set)
Calibration Procedure
 Press and hold pressed the GPS button
 Press TIMER button - display will read 900
 Release both GPS and TIMER buttons
 Press TIMER button - display now reads rCL
 Rotate each remote control knob in turn through full travel from port to
starboard
 Press TIMER button to save settings and exit the procedure
Note: If the boat does not steer straight ahead when the remote control course
knob is centred, the rudder feedback may need realignment.
Caution: If the boat is carrying temporary “weather helm” as a result of sail

trim or net drag, realignment may not be necessary. Check BEFORE
realigning..
NMEA Connection
The NMEA socket at the rear of the AP4 (internally labelled T4 DATA) allows
for the following connections:
1. GPS data input – for waypoint or GPS steering

2. TMQ proprietary data input and output – data for TMQ remote display
for example AP56
3. + 10 VDC and 0 VDC – power to remote display

NMEA Socket - Pin Configuration
Pin 1 – GPS data positive input RX+
Pin 2 – GPS data negative input RX─
Pin 3 – TMQ data positive output TXD1
Pin 4 – Power negative 0 VDC
Pin 5 – TMQ data positive input RX2
Pin 6 – Power positive 10 VDC
GPS Data Input

The AP4 pilot will accept two forms of GPS data in NMEA 0183 format as
follows:
 GPS Plotter data – APA, APB or XTE+BOD for waypoint steering –
pilot display shows BTW
 GPS data as heading reference – used when magnetic heading reference
from a compass is not available – pilot display shows COG *
*DIP1 switch 2 must be switched on to receive data for COG. Boat must be
making more than 2 knots true speed over ground. Refer diagram on
page 29.
GPS Data Input Connection
Refer to GPS manual for correct identification of wires for data output
connection. An example of GPS connection:
 GPS TX+ connect to AP4 RX+ (pin 1 of the NMEA Socket)

 GPS TX– connect to AP4 RX– (pin 2 of the NMEA Socket)
TMQ C-Plot Data Input Connection
The AP4 will accept data from a computer operation C-Plot program for
waypoint steering. The connections are as follows:

 Pin 3 C-Plot Data Plug connects to pin 1 of the NMEA Socket
 Pin 5 C-Plot Data Plug connects to pin 2 of the NMEA Socket
Displays shows bearing to waypoint – BTW
TMQ Second Station Display Connection
When a TMQ second station display (AP56 *) is used with the AP4, it has a
pre-wired plug to connect to the NMEA socket. Provision is made for GPS or
C-Plot data input via two wires attached to the plug as follows:
 GPS TX+ connects to the white wire (pin1 of NMEA socket)

 GPS TX– connects to the green wire (pin 2 of NMEA socket)
* Part numbers for second station displays are:
1. AP56HEAD
Heading Data Connections
Heading Data Output

Heading data output is available on the internal T6 connector strip pins 1 and 2.
1 TX 2 Heading data out

2 NEG Heading data Negative
3 RXD– NMEA Data in Heading negative
4 RXD+ NMEA Data Positive in
5 ALARM negative (switched)
6 ALARM positive 10 Volts
Output heading sentence type can be selected if required. Available options are:
HDM, HDT or HDG individually or all three can be output together.

Heading Data Output Selection
Selection procedure
 Press and hold pressed GPS button
 Press TIMER button - display reads 900
 Release GPS and TIMER buttons
 Press TIMER button – display reads S-1
 Rotate COURSE knob for the required selection
S-1 = HDM
S-2 = HDT
S-3 = HDM with checksum
S-4 = HDT with checksum
S-5 = HDM & HDT
S-6 = HDM & HDT with checksum
 Press TIMER button to save the setting and exit the procedure
Heading Data Input

The AP4 pilot can accept NMEA 0183 heading data input from any source, for
example, GPS compass or other electronic compass. which will connect to the
internal terminal strip T6.
Heading data input from other external source (GPS Compass)
Heading data input is connected to T4 pins 3 and 4
1 TX 2 Heading data out

2 NEG Heading data negative
3 RXD– NMEA data in heading negative
4 RXD+ NMEA data positive in
5 ALARM negative (switched)
6 ALARM positive 10 Volts

Heading Data Priority
The AP4 is able to operate with both TMQ electronic compass (COMMAG)
and NMEA heading data input connected. The pilot will accept the NMEA
heading data as first priority.
If the NMEA data is not present the AP4 will display the heading received from
the standard compass (COMMAG - if fitted).
If the NMEA data fails during operation, the unit will revert to the standard
compass and the alarm will sound. The alarm can only be cancelled by turning
the AP4 off and on again.
External Alarm Installation
Note: not available if connected to BNWAS.

For non survey vessels an external alarm is optional.
For vessels needing the commercial watch alarm feature fitted for survey
requirements, an external alarm is required in addition to the AP4 internal
buzzer.
This alarm will sound if the timer alarm has been sounding for one minute
without being reset and autopilot is NOT in SET mode.
A 12 Volt piezo buzzer with current draw not exceeding 250 milliamps should
be used (TMQ Part No. SIREN). If a siren or alarm unit is used which draws in
excess of 250 milliamps, this should be connected via a relay.
The external alarm circuit is used to energise the siren direct. For larger units
the circuit energises a relay coil with the siren being energised via the relay
contacts.
To Install External Alarm Siren
 Mount SIREN in appropriate position for optimum effect (leads may

have to be lengthened)
 Remove top cover of AP4

 Connect SIREN + lead (red) to 10V Power on T4
 Connect SIREN – lead (black) Alarm Negative Output T4
 Route siren wires through cut out at rear of AP4
 Replace top cover of AP4
To enable the commercial watch alarm, refer pages 10 and 18.
Note: Once the commercial alarm is enabled, it cannot be reverted.
Wiring Connections – AP4 Rear Panel
Motor Terminals
Clutch + Power out to Clutch Normally High
Clutch – Switched to negative to operate Clutch
Motor A Normally High, Switched to negative to drive
Motor A Normally High, Switched to negative to drive
NMEA In / Out
1 GPS In
2 GPS Return
3 Data + Out to TMQ Display or PC
4 Negative and Data - common
5 Data + in from TMQ display or ELECOM Compass
6 + 10 V out

Remote
1 + 5 Volts ............................................................................... Red
2 Wiper 1 ................................................................................. Green
3 Negative ............................................................................... Blue
4 Control Line Remote 1 (High Power Steer, Low Auto) ....... Yellow
5 Wiper 2
6 Control Line Remote 2 (High Power Steer, Low Auto)
Rudder Feedback
1 Not used
2 Negative .................. Blue
3 Not used
4 RFU Signal .............. Green
5 + 5 Volts to RFU ..... Red / Brown
Compass
1 White
2 Blue (Square Wave Drive Signal)
3 Red
4 Yellow
5 Green

Examples - Drive Connection Diagrams

General Information - Drive Units
The AP4 autopilot is capable of controlling reversing hydraulic pumps,
mechanical drives, linear hydraulic drive systems, linear mechanical systems,
solenoid valves on constant running pumps and relays
When installing any drive system, refer to the manufacturers’ specifications and
instructions. Follow all instructions.
Installation Considerations
Mechanical Drives
 Ensure correct voltage of drive unit
 Mount horizontally in a dry position
 Ensure robust and stable mounting platform is available
 Provide for cable connection to AP4 control unit
 Provide access for drive sprocket and chain to be fitted
 Provide for cable lay if linear mechanical drive
 Check correct sprocket ratio for the boat
Hydraulic Pumps
 Check correct pump voltage for boat
 Ensure correct flow rate of pump matched for steering
 Mount horizontally in a dry position
 Pump should be mounted lower then the helm pump
 Provide adequate space for hydraulic line connections
 Ensure access to existing boat steering lines
 A balance line must be connected from autopilot pump reservoir to
helm pump reservoir
 Replace any vented bung on pump with non vented
 Check if extra lock valve is needed for steering system
 When mounted, fill with oil and purge air from system

Solenoid Valves
Links are provided to allow jog lever operation in conjunction with AP4 S9
Autopilot. These links should be cut when connecting the AP4 for solenoid
operation where a jog lever is also fitted or an isolating switch must be
installed.
When cut (open circuit) the autopilot control only pulls the drive outputs low.
Positive voltage is supplied to the solenoid common connection. Links are
marked SOL J4 and SOL J7 on the PCB either side of the heat sink.
As preventative measure to ensure voltage spikes do not interfere with the

autopilot or other equipment, spike suppression diodes should be fitted on
solenoid valves. See example drawing page 40.
Wiring
Keep connecting cables as short as possible and of sufficient size to avoid

voltage drop along the cable length.
Ensure all connections are tight. Recheck periodically.
ALL CONSTANT RUNNING PUMPS SHOULD BE CONNECTED TO

THE SUPPLY VIA AN ISOLATING SWITCH AND SUITABLE
PROTECTION CIRCUIT – FUSE OR CIRCUIT BREAKER
Commissioning Checks
Post Installation Checks

1. Check correct voltage is connected (12 or 24VDC) *.
2. ENSURE POLARITY OF THE VOLTAGE SUPPLY IS CORRECT.
3. Check compass and rudder feedback are plugged in
4. Check remote units plugged in and GPS input connected (if fitted)
5. Check drive unit cable is connected
6. Check loose cables are clipped or tied up.

7. Turn steering wheel fully clockwise and visually check that moving and
mechanical parts do not foul
8. Visually check that RFU arm has moved in the correct direction as
indicated on the RFU label or top.
9. Repeat step 7 & 8 for anti-clockwise wheel movement.
* Voltage is determined by drive voltage requirements. Ensure pump is the

correct voltage rating.
Pre Sailing Dockside Tests

1. Turn helm to mid ships position.
2. Turn on main power supply. Set MODE switch to SET
3. Check rudder limits – adjust only if necessary. See Rudder Limits on
page 45.
4. Determine vessel heading by a sighting on known heading or compass.
5. Align autopilot magnetic sensor until display reads known heading.
6. Select AUTO mode on control unit.
7. Check AUTO light comes on.
CAUTION: IF AUTOPILOT DRIVES HARD OVER,
IMMEDIATELY TURN CONTROL UNIT OFF.
Reverse motor drive wires at terminal strip on rear of autopilot

and repeat from Step 1.
8. Turn course knob 10 º to starboard.

9. Green steering light should come on.
10. Confirm that rudder moves to starboard.
11. Turn course knob back to centre, then 10 º to port.
12. Red steering light should come on.
13. Confirm that rudder moves to port.
14. Set MODE switch back to SET position.
Note: APART FROM INSTALLATION MODE, AT NO OTHER STAGE
SHOULD THE AUTOPILOT DRIVE THE RUDDER INTO THE
MECHANICAL STOPS. IF THIS IS ALLOWED TO HAPPEN, DAMAGE
TO THE AUTOPILOT MAY RESULT

Check Rudder Drive Speed
The speed a rudder is moved by the autopilot drive unit will affect the steering
responsiveness of the AP4. A rudder lock to lock time of approximately 15
seconds* is required for good course holding.
*Optimum rudder speed will vary between vessels. A larger ship or slower boat
may require a slower speed. Rudder lock to lock angle is from 30º port
to 30º starboard.
1. Switch AP4 in PWR

2. Use a suitable timing device to check rudder speed
3. Rotate control knob until rudder is fully to port
4. Quickly rotate the control knob in starboard direction for a minimum of
3 turns. Time the rudder until it reaches starboard limit. Note the time.
The autopilot is now ready for full operational testing and sea trial.
Sea Trials
Basic Trial
 Sail the boat to an area of calm and open water
 Switch AP4 to SET
 Check compass headings against boat compass
 Carry out compass calibration only if necessary – see Compass
Calibration section on next pages. Note: It is rare for the AP4 heading
and boat compass to agree exactly on every heading due to magnetic
variations on the boat.
 When boat is underway switch AP4 to AUTO.
 Observe steering – adjust sensitivity and rudder response if required
– see page 16.
Note: Good course holding is also affected by drive unit lock to lock times. If
difficulty is experienced with course holding, check rudder drive speed.
Between 10 and 25 seconds lock to lock should allow the autopilot to
work successfully on most vessels.

Additional Trials
When basic trials have been satisfactorily completed, further trials can then be
carried out on individual ancillary equipment where fitted, eg: hand remote,
steering levers, GPS inputs, waypoint steering, etc.
Check the operational sections of this manual for relevant functionality testing.
Always use open waterways for testing until you are familiar with the
operation.
Rudder Limits Setting

Note: the rudder limits are factory set to 30 degrees. If the rudder feedback has
been installed correctly, the p-l and s-l symbols should display when the
rudder is moved to the port or starboard limit.
The rudder limits prevent the steering motor driving the rudder beyond its
physical (mechanical) stops. The limits are set so that the limit display indicates
before the rudder reaches the stops.
There are two display symbols P_L (port limit), S_L (starboard limit)
indicating the state of the rudder limit circuits:
The port limit P_L display will come on when the rudder position is further to
port than the limit set by the rudder limit port setting. This will cause any port
drive command to be ignored and turn off the port drive light on the front panel.
The starboard limit S_L functions in the same way for rudder angles to
starboard.
The display symbols do not appear when AP4 is in the SET mode.
To Set Rudder Limits Manually

 Switch AP4 to SET mode
 Hold down GPS button
 Press TIMER button - display shows 900

 Press TIMER button - display now shows rudder position as a scale of
0 to 255. 128 is centre rudder.
 Rotate boat helm to required Port Limit Position (rudder should not
have reached the stops)
 Check display reads between 000 and 110 (eg: 035)
 Press GPS button – this sets the PORT LIMIT
 Rotate helm to required Starboard Limit Position
 Check display reads between 150 and 250 (eg: 220)
 Press TIMER button - this sets the STARBOARD LIMIT
To Set Rudder Limits Automatically (Installation Mode)

 Switch AP4 to SET mode
 Drive the rudder to its central position
 Hold down GPS button
 Press TIMER button - display shows 900
 Press TIMER button - display now shows “S_0”
After the last step above, the autopilot will display “S_C”, meaning it is
checking the directions to where the rudder is being driven. Then it will be
displayed “S_L”, while the rudder is driven to its limits twice. At this stage, the
rudder is driven hard over shortly, in order to define the limits.
When the limits are defined, the autopilot goes back to set mode automatically.
If any error occurs during this process, a code described on the table below is
displayed:
Display Description
S_0 Waiting pressing the TIMER button again.
S_C Defining the directions of the rudder.
S_L Checking the starboard and port limits.
E_0 ---
E_1 It was not possible to associate the first driver A. *
E_2 It was not possible to associate the second driver A. *

E_3 ---
E_4 ---
E_5 The difference from the port to starboard limit resulted less
than 400. Not sufficient RFU Movement
E_6 ---
E_7 The RFU reached the starboard limit (5 or less) when
associating drivers. Too much RFU movement
E_8 The RFU reached the port limit (1018 or more) when
associating drivers. Too much RFU movement.
E_9 ---
E10 ---
E11 The rudder is not in the centre for starting (between 256 and
768). Centre rudder or check RFU
E12 ---
E13 The RFU reached the starboard limit (5 or less) when defining
rudder limits. Too much RFU movement
E14 ---
E15 The RFU reached the port limit (1018 or more) when defining
rudder limits. Too much RFU movement
E16 ---
When connected to a reverse motor and a problem occurs in this stage, it always
displays E1, meaning that the reversing pump is not moving the rudder, or the
rudder feed back did not move.
To check Rudder Limits

 Rotate MODE switch on AP4 to PWR
 Rotate COURSE knob anticlockwise (to port) until pilot stops driving
rudder
 Visually check rudder has moved to required port limit position
 Rotate COURSE knob clockwise (to starboard) until pilot stops driving
rudder
 Visually check rudder has moved to required starboard limit position

Compass Calibration
The compass supplied with your AP4 autopilot has been calibrated during
manufacture. This calibration will be satisfactory for almost all installations. If
you have a steel vessel, or some other factor which causes the compass to
perform poorly, the calibration procedure will adjust compass characteristics to
compensate. The calibration should only be done if the compass is known to
be inaccurate.
If the AP4 compass displays a constant offset (eg the autopilot compass reads 3
degrees high on all bearings), simply rotate the AP4 compass case to align
bearings with the ships compass. In this case it is not necessary to re-calibrate
the compass as described below.
If the AP4 compass has inconsistent variation on different headings, the

following calibration procedure can be carried out. This procedure should only
be done in calm waters with adequate sea room.
Calibrating TMQ Compass - COMMAG

 Rotate MODE switch on AP4 to SET
 Press TIMER button – display should read 900
 Display should flash between CAL and current boat heading
 Turn the boat slowly through two complete circles in the same direction
 On completion of turns press and hold pressed GPS button
 Release both buttons
 Display should revert to read normal boat heading
Note: If the autopilot does two (2) beeps, the calibration was invalid and the
AP4 defaults to the factory setting. Repeat steps above to carry out
calibration again. This will occur if vessel does not complete the circles.

Calibrating TMQ Electronic Compass - ELECOM
 Rotate MODE switch on AP4 to SET
 Display should flash between CAL and current boat heading
 Turn the boat slowly through one complete circle in any direction.
Note 1: on completion of the turn for the electronic compass, the autopilot does
two (2) beeps, and displays “CAL” for 5 seconds. The calibration is
saved automatically and the AP4 goes back to set mode.
Note 2: if the vessel is being turned too slow, or too fast, the calibration fails.
“SLO” or “FAS” is displayed respectively, and then after some seconds
“FAil" is displayed.
This completes the compass calibration. Check alignment of the AP4 compass
by steering vessel due North (000 on ships compass) and, if necessary, rotate
outer case of AP4 compass in its bracket until heading display reads 000.
It is important to realise that on any vessel the ships compass can have heading
errors as a result of the vessels magnetic signature. These errors can be
minimised by having the ships compass swung and compensated by a licensed
compass adjuster. Such adjustment should be repeated annually. In any case it
is highly unlikely that the ships compass and autopilot compass will be
congruent for every heading.
If you are unsure of the success of the calibration, you may return to the factory
calibration.
Resetting Compass to Factory Calibration

 Switch MODE switch on AP4 to SET
 Press and hold pressed GPS button

 The system will do 2 beeps before returning to normal heading.
If an electronic compass is connected, it will also receive a command for

resetting its calibration.
AP4 Special Modes

AP4 Special modes are internal settings which allow different operations to be
performed by the AP4. Also, special modes allow certain parameters to be set
which control the AP4 operation.
To Enter Special Modes

 Switch AP4 to SET
 Press TIMER button – display reads 900
 Rotate COURSE knob until required mode is shown on the display
 Press TIMER for displaying the value of the special mode
 Rotate COURSE knob for adjusting the value
 Press TIMER to save the display value and exit the special modes
Special Modes Display Selection
901 Start compass calibration – page 48.

902 Store compass calibration – only for COMMAG.
903 Return to factory default calibration – page 49.
904 Factory test for calibration – factory technician only
905 Set rudder limits – page 45.
906 Set commercial watch alarm – pages 10 and 18.
907 Control calculation period for NO RFU (default: 9) – Sets the
period between two subsequent calculations for the control without

RFU. For vessels which have a slow response for the control, it may
be required to increase this value.
908 Optional remote modes
[r-1] = Basic remote
[r-2] = Active remote
[r-3] = Basic remote + power steer input on pin 5
[r-4] = Basic remote + power steer input on pin 5 in SET position
[r-5] = Remote 1 input only Rem 1 pin 2
[r-6] = Remote input Rem 1 pin 2. Power Steer default at turn on
[r-7] = JOG input with Select push button
[r-8] = JOG input with Select push button + power steer in SET
909 Reverse motor delay (default: 30) – Defines the time given before
reversing the motor in order to avoid overcurrent.
910 Pulse length for NO RFU – More details in the further “Operating
with NO RFU” section.
911 Remote calibration – page 33.
912 Heading data output selection – page 36.
913 BNWAS (default: 0) – page 18.
914 Reset all the parameters to the factory default
915 Bearing – Origin to Destination (BOD) correction
916 Displays the voltage from the power supply
917 Speed of turn tolerance
918 Integration gain (default: 5) – On “Adjusting the PID control”
section next pages.
919 Derivative gain (default: 3) – On “Adjusting the PID control”
section next pages.
920 Maximum speed of turn (default: 360) – It limits the rate of turn
when the NO RFU control mode is being used. The number
corresponds to the angular speed in degrees per minute.
921 Heading deadband (default: 10  1o) – This deadband is associated
to the readings from the compass.
922 Set with (1) or without (0) RFU control mode (default: 1)

923 The maximum course error value (default: 10 degrees) used for
calculating the rudder position. It is the proportional part of the PID
control used only when in RFU control mode.
924 Mode Rudder Install – Explained in “To Set Rudder Limits
Automatically (Installation Mode)” section, page 45.
925 The integral gain for the XTE correction (rudder offset)
926 The derivative gain for the XTE correction (speed control)
927 Empowered gain – if the rudder ratio is already set to it maximum
value and still needs more response, it can be set to in order to
multiply the value by 2. Usually not used.
928 Decrease the integration (offset) of the XTE error, near to the
correct heading (default: 1)
Operating Without RFU

If chosen “0” on special mode 922, the autopilot will operate the auto mode
without reading the RFU, apart for the rudder limits if it is connected.
In this mode, the program does not use the PID concept, and uses pulses of
current in order to turn the motor. The length of these pulses is proportional to
the value adjusted via special mode 910. When the vessel is heading near to the
desired direction, the pulses are shorter.
The more responsive the vessel is to the rudder movement, the setting should be
lower. Usually, for larger boats with high rudder inertia, it will require a longer
pulse.

Adjusting the PID Control
Keeping the Heading

PID stands for Proportion, Integral and Derivative, which are the three
calculated values that the sums results in the control law value. This value is the
position to where the Rudder must be driven. Following it is described how
each of these values contributes to the control of the vessel.
 Proportional value:
The bigger the error from the desired direction from the current
direction of the vessel, the bigger is this value. It provides more
responsiveness when the boat is too far from its desired direction.
However, this proportional value may be not enough when the vessel's
direction is being disturbed by some force that takes it from its route
(unbalanced load, wind, tide currents, etc.).
In the autopilot, the gain (contribution) of this value is adjusted with the
rudder ratio.
 Integral value:
This portion of the control value integrates the error, adding an offset
on the rudder position, for compensating the forces and disturbances
that the proportional control value can't cope. It is intended to keep the
direction inside the dead band.
The adjustment of the gain for this parameter was explained in the
section “AP4 Special Modes” (display selection 918);
 Derivative value:
After setting the proportional value for getting the desired
responsiveness, it may be experienced some overshoot (“hunting”).
Than, the value of the derivative has to be increased until there is no
more overshoot.
This value controls the speed of the movement, especially near to the
desired direction. It will have no effect when the vessel is not turning,
and will oppose the to the turn movement when it happens.
The adjustment of the gain for this parameter is explained in the section
“AP4 Special Modes” (display selection 919).

Following a Track (Waypoint)
The PID concept is described in the section above, “Keeping the Heading”.
However, in this case it is used for defining the direction of the boat, instead of
the rudder angle.
 Proportional value:
The bigger the cross-track error (XTE) and this proportional value, the
more direct will be the direction to steer to the track line. This
parameter makes the boat go faster or slower to the track line, but if it is
to big, will cause too much overshoot.
The adjustment of the gain for this parameter was explained in the
section “AP4 Special Modes” (display selection 915);
 Integral value:
This portion of the control adds up an offset in the desired heading of
the boat in order to compensate, for example, unbalanced load, wind,
tide currents, etc.
This value is adjusted selecting the special mode 925;
 Derivative value:
This parameter is intended for controlling the overshoot caused by the
proportional gain explained above. It must be increased only up to the
point it controls the overshoot. Too high values can make the boat
oscillate in its direction to the track line.
This value is adjusted selecting the special mode 925;
Procedure for setting these parameters:
If the boat is not following the track with the factory default parameters, the
following steps are suggested:
1. Initially, try to find an area without tide currents or other similar

disturbances;
2. Set the integral value (925) to 0;
3. Set the derivative value (926) to 0 or a small value such as 5.
4. Set the proportional value (915) between 20 and 40;
5. Make a track for the boat follow and start the trial. Adjust the speed of
the boat to the speed it will usually follow the tracks;

6. Check how well the boat is following the track. As only the
proportional value was adjusted at this stage, it has to have a small
overshoot;
7. Stop the boat and for eliminating the overshoot, increase the derivative
value (926), for example, to 6;
8. Try to follow a track again, and increase the derivative value if
necessary;
9. Now, when the boat is satisfactorily following the track in calm water,
take the boat to follow a track in a disturbed area, such as in a place
with tide current.
10. In the disturbed area, as the integral value (925) was not set yet, there
will be an offset between the course of the boat and the track line. Start
increasing the integral value. Don’t start with too high values, as it will
cause hunting around the track line, start with the value 4, for example.
Keep adjusting this value until the boat follows the track.
11. The system is adjusted at this time. It is a good practice to take note of
the values for each parameter for future maintenance.
Real example:
Parameter Display selection 1st trial 2nd trial 3rd trial

Proportional 915 40 60 60
Integral 925 0 0 4
Derivative 926 6 10 10
1st trial:
The boat traced a proper curve for approaching to the track line but didn’t get
near enough, and took to long. The boat didn’t cross the line.
2nd trial:
The proportional gain was increased for getting more responsiveness. The
derivative was also increase for avoiding overshooting.
At the beginning the boat followed the track very well, but as expected, when it
reached a zone with tide currents, it left the track.
3rd trial:
For correcting the error occurred in the 2nd trial, it was necessary an offset on
the heading in order to compensate the tide currents. Therefore, the integral
gain (925) was increased until a good result was achieved in the middle of the
tide currents. Back to the calm waters, it kept on track as well.

Optional Extras
There are a range of optional extras that can be connected to the TMQ AP4
system as the need or circumstances require. Further information can be
obtained from the TMQ website at www.tmq.com.au
Rudder Angle Indicator

The rudder angle indicator is a
flush mounted instrument
providing a clear indication of
rudder position, which is critical
when docking or manoeuvring in
close quarters.
Hand and Active Remotes
Hand remotes and Active remotes

provide the freedom to maintain
full control of the autopilot and
steering while moving around the
vessel.
Steering Levers
These levers allow single handed control of any size vessel with power
steering. Movement to port or starboard causes the rudder to follow
proportionally.
Electric Wheel
The TMQ Electric steering wheel provides precise, light steering on any
vessel with a power steering system installed. It simplifies vessel fit out by
eliminating long hydraulic lines to the helm position

Reversible pumps
Hydraulic pumps are available in

12 or 24 VDC with 1 or 2 litre
capacities to suit all applications.
Continuous pumps
Constant running pumps available

in 2 or 3 litre for 12 & 24VDC
systems with accurate flow
adjustment to set lock-to-lock
time.
Linear drives
Single rod linear drives can be
fitted to a wide variety of vessels.
May be attached directly to the
tiller or rudder quadrant.

Declaration of Conformity
( MANUFACTURERS DECLARATION )
Manufacturer: TMQ Electronics

PO BOX 3348
Tingalpa, QLD 4173
Australia
Tel: +61 7 3640 5600
Fax: +61 7 3640 5699
Declares under our sole responsibility that the products:
AP4 Autopilot, Compass Sensor, Rudder Feedback unit and remote accessories,
all units interconnected with necessary cables and external connections as a
system to which this declaration relates, is in conformity with Standard(s):
EN60945/1997
CEI IEC945/1996
For TMQ International Pty. Ltd.

Murarrie Queensland Australia.
3rd March 2016

Ken Brown, Manager

Warranty
TMQ Electronics products are thoroughly inspected and tested before shipment
from the factory and are warranted being free of defects in workmanship and
materials for a period of one year from the date of shipment from the factory.
By returning the enclosed questionnaire and registering the product. The
warranty will be extended to a total of 3 years from the date of leaving the
factory.
This warranty is extended to and is solely for the benefit of the original
consumer purchaser.
All units in need of repair will be repaired without charge to the purchaser
during the above mentioned period in accordance with the following terms and
conditions:
1. The defective unit is returned "freight prepaid" to TMQ Electronics,
whose address is unit 18, 17 Rivergate Place, Murarrie QLD 4172.
2. Proof of purchase is supplied and original Serial Numbers on
equipment have not been changed.
3. Information is provided regarding the nature of the failure or problem
occurring.
4. A return address is supplied to enable the equipment to be returned by
road freight. Any other means of transport will be charged to the
customers account and must be paid in advance.
This warranty does not cover defects or damages caused by unauthorised
service or damage through accident, misuse or abuse. The owner is also
responsible for providing reasonable maintenance and weather protection of the
equipment.
TMQ Electronics shall not be liable for damage or loss incurred resulting
from the use and operation of this product. TMQ Electronics reserves the
right to make changes or improvements to later models without incurring
the obligation to install similar changes to equipment already supplied.
Some states do not allow the exclusion or limitation of incidental or
consequential damages; therefore the above limitations or exclusions may
not apply to you. This warranty gives you specific legal rights and you
may also have other rights, which vary from state to state.
Troubleshooting
Note: Before carrying out any trouble shooting procedures, ensure your test
equipment is working correctly!!
AP4 does not switch on:
Possible fault
 No power available at AP4
 Defective power cable connection
 Faulty Mode switch on AP4
 Component failure in AP4 power regulator circuit
AP4 switches on but no drive output
Possible fault
 No compass input
 Defective drive cable connections
 Failure of drive switching circuit in AP4 (FET’s)
 Defective MODE switch in AP4
 FUS Displayed open Fuse Internal 15A Blade Fuse
AP4 working but rudder does not move
Possible fault
 Defective drive connection cable
 Worn drive motor brushes
 Drive motor failure
 Pump failure (hydraulic drive)
 Air in hydraulic lines
 Ram connection on tiller
 Broken drive chain or cable (mechanical drive)
 FUS Displayed open Fuse Internal 15A Blade Fuse

AP4 drives rudder hard over when switched to AUTO
Possible fault
 Rudder feedback cable disconnected from AP4
 Defective rudder feedback cable
 Disconnected rudder feedback linkage
 Broken rudder feedback linkage or arm
 Rudder feedback unit failure
AP4 drives rudder in one direction only
Possible fault
 Rudder limit switch not set correctly
 Partial drive circuit failure (FET)
Boat does not follow in GPS waypoint steering (alarm sounding)
Possible fault
 Route not selected in GPS
 GPS interface cable not connected to AP4
 Incorrect data output from GPS
 No valid data fix by GPS
 Faulty interface cable
 Reversed wires on interface cable
 GPS mode not selected on AP4
 Failure of isolator IC1 in AP4
Active Remote does not function correctly with AP4
Possible fault
 Active remote not connected to AP4
 Special mode r-2 not selected
 Active remote failure

www.tmq.com.au
TMQ ELECTRONICS
Unit 18/17 Rivergate Place
Murarrie Qld 4172
Phone 07 3640 5600
Email: tmq@tmq.com.au
TMQ INTERNATIONAL PTY LTD

TMQ Ap4

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TMQ – AP4

(AP4S10 Rev 1.5)

OPERATION AND INSTALLATION MANUAL

TMQ AP4 Autopilot (AP4S10) 2 of 62 Version 1.5 23/02/2017

TMQ AP4 Autopilot (AP4S10) 3 of 62 Version 1.5 23/02/2017

IT IS RECOMMENDED THAT THE AUTOPILOT NOT BE USED WHILE

An AP4 system comprises the following essential components:

TMQ AP4 Autopilot (AP4S10) 4 of 62 Version 1.5 23/02/2017

For more information on installation of your AP4 autopilot, see the

Autopilot Operation - Standard

TMQ AP4 Autopilot (AP4S10) 5 of 62 Version 1.5 23/02/2017

 Commercial Watch Timer

TMQ AP4 Autopilot (AP4S10) 6 of 62 Version 1.5 23/02/2017

* Apart from when in some of the remote modes.

 Watch timer alarm (if set)

 Rotate MODE switch to AUTO

Disengaging the Autopilot

 Rotate the MODE switch to the SET position

Course Adjustment in AUTO

TMQ AP4 Autopilot (AP4S10) 7 of 62 Version 1.5 23/02/2017

GPS – Waypoint Steering

TMQ AP4 Autopilot (AP4S10) 8 of 62 Version 1.5 23/02/2017

If no GPS data or AP4 does not receive the data

Setting up your GPS unit

Watch Timer Mode

TMQ AP4 Autopilot (AP4S10) 9 of 62 Version 1.5 23/02/2017

To disable (mute) watch timer

Commercial Boat Watch Timer

To enable the commercial watch timer alarm

TMQ AP4 Autopilot (AP4S10) 10 of 62 Version 1.5 23/02/2017

Autopilot Operation - Remote Control

Hand Remote Auto Steer

To engage auto steer mode with Hand Remote Unit

TMQ AP4 Autopilot (AP4S10) 11 of 62 Version 1.5 23/02/2017

Hand Remote Power Steer

The autopilot will return to SET mode.

TMQ AP4 Autopilot (AP4S10) 12 of 62 Version 1.5 23/02/2017

To disengage auto steer mode with Active Remote Unit

Active Remote Power Steer

To disengage auto steer mode with Active Remote Unit

Boat is now steered manually (by helm)

Active Remote GPS – Waypoint Steering

TMQ AP4 Autopilot (AP4S10) 13 of 62 Version 1.5 23/02/2017

To Disengage GPS Mode

Steering Lever & Electric Helm Steering

To Engage Steering Lever or Electric Helm

TMQ AP4 Autopilot (AP4S10) 14 of 62 Version 1.5 23/02/2017

Jog Switch Wiring

Jog Switch Steering with AP4 in SET

Jog Switch Steering with AP4 in AUTO

Sensitivity & Rudder Adjustments

TMQ AP4 Autopilot (AP4S10) 16 of 62 Version 1.5 23/02/2017

To adjust rudder ratio

TMQ AP4 Autopilot (AP4S10) 17 of 62 Version 1.5 23/02/2017

Watch Timer Alarm

Commercial Watch Alarm (Option)

Angle Off Course Alarm

TMQ AP4 Autopilot (AP4S10) 18 of 62 Version 1.5 23/02/2017

No Heading Reference (NMEA Heading or GPS Input)

Bridge Navigational Watch Alarm System (BNWAS)

TMQ AP4 Autopilot (AP4S10) 19 of 62 Version 1.5 23/02/2017

Installation instructions are provided in this manual. Some preliminary

Position of electronic compass is important to ensure no magnetic interference.