Configuration of Autopilot System

• The autopilot system is configured with the following basic components.

1) Control Stand
Control stand consists of the following units, which are also adequate to the
panel-mount.
- Control & Display Unit
- Annunciator unit
- Hand steering unit
- Non follow up lever
- System selector
- Mode selector
2) Control & Power Box
3) "μ"Transmitters
4) Actuators (Supplied and handled by the steering gear manufacturer)
 Off Course Alarm
• How to Test Magnetic off course alarm?
• Magnetic off course alarm
• The gyrocompass may sometimes wander. This could be caused by faults in the system or by
fluctuation/interruption in the electric supply. The ship would then follow the erratic course of the
gyrocompass, undetected by the autopilot or the course recorder, both of which are solely dependent on
the gyrocompass. To call attention to gyro wander, a 'Magnetic Compass Off Course Alarm' is included, on
many ships, as part of the autopilot. This unit usually has two input control knobs:
• Course input control: This is a rotary dial, marked in degrees, to feed in the course as per the magnetic
compass
• Tolerance control: This is a rotary dial to feed in the limiting number of degrees of yaw within which the
alarms would NOT be activated. Setting this to zero would shut off this entire unit.
• Once the ship has settled on a gyro course, the observed reading of the magnetic compass and reasonable
value of tolerance is fed in. Thereafter, if the compass course differs from the pre-set course by more than
the value of tolerance fed in, audible and visible alarms would be activated.
• At least once in a watch, this alarm should be tested.
• This is done as follows:
• Suppose the course by magnetic compass is 045° and the tolerance is set at 8°. Turning the Course Input
Control to less than 037° or more than 053° should cause visible and audible alarms to be activated.
Resetting this input to any value between 037º and 053° would de-activate the alarm.
 Steering methods of auto pilot
• Steering Methods
• Steering Method of Autopilot
• - Follow up (FU) steering
This is servo control which drives the rudder until the command angle
of the autopilot is equals to the feedback angle from the steering gear.
FU control includes automatic steering (AUTO) mode and manual
steering (MAN) mode. It enables a vessel to be steered using the
steering units incorporated into the system.
• - Non follow up (NFU) steering
This is open loop control and it is occasionally used in emergencies. It
directly drives the actuators of the steering gear. This control is well
known as emergency steering and selectable when System selector is in
the NFU position or Take-over unit.
Steering Method
 Steering Modes

• NFU override mode (NFU lever steering)

This mode overrides any other steering modes using NFU control. It enables the
acquisition of maneuver position, with precedence over all steering locations.
• FU override mode (FU dial steering)
This mode overrides any other steering mode using FU control. It enables the acquisition
of maneuver position, with precedence over all steering locations.
• AUTO mode (HCS / FU Steering)
This mode automatically keeps the ship's heading to a preset course. A heading reference
signal from a gyrocompass is required.
• CRS mode (HCS / FU Steering)
This mode controls the ship's course by comparing a heading reference signal to the
course over ground with the preset course.
• TRACK mode (TCS / FU Steering)
This mode enables track control. Interface with INS equipment such as ECDIS is required.
 Steering Modes

• MANUAL mode (Control stand / FU Steering)

This mode manually controls ship's heading from the steering wheel on the front of
control stand. Number of magnetic encoder mechanized in the steering wheel can be
provided in coincidence with the number of steering control system.
• FU takeover mode (Remote control / FU Steering)
This mode manually controls the ship's heading, and the control can be done away from
the control stand. Dial steering unit or the like is required.
• NFU takeover mode (Remote control / NFU Steering)
This mode manually operates the ship's heading by remote control, using an Non follow
up lever or similar.
• NFU mode (NFU lever steering)
This mode directly drives the actuators of the steering gear.
The rudder is driven when the NFU lever is turned to port or starboard, and stops
moving when the NFU lever is in neutral.
Explanation of the Unit
 Explanation of the unit
• Control & Display Unit (MPH490)
These units are used in steering mode: AUTO mode.
The AUTO mode contains following controls:
- Adaptive control, and
- PID control.
Each of the above models are customized to suite each vessel's specifications.
• Hand-steering Unit (MPB390)
This unit is a steering wheel used for the manual steering. Steering angle indicators are
positioned alongside the wheel.
• Steering Repeater Compass (MKR056)
This unit is a ship's heading repeater for use by the helmsman, and dimming control is
available. This unit is suitable for panel-mounting or wall-mounting.
• Annunciator Unit (MPH690)
This unit displays the operating status of the autopilot and issues visible and audible
alarms when a failure occurs. Repertoire of display is provided by accordance with the
specification requirements of the autopilot.
 Explanation of the Unit
• System selector (MPH790)
This unit selects follow up control (No.1 or No.2) or non follow up
(NFU) control to be used.
• Non follow up lever (MPB391)
The NFU lever is functional when NFU control is selected. The
rudder moves while the lever is tilted.
• Mode selector (MPH791)
This unit is the steering mode selector. This unit is provided in
accordance with the specifications of the autopilot.
• Steering indicator (MPH590): Option unit
This unit indicates the selected steering mode and steering
position.
 Auto pilot

• 10 Things to Consider While Using Auto-Pilot System

on Ships
• Rate of Turn and Rudder Limits. The method of turn is
the most important control of the Auto-Pilot system. ...
• Steering Gear Pumps. ...
• Off Course Alarm. ...
• Manual Mode. ...
• Traffic Density. ...
• Speed.
 Changing over steering
• The changeover from automatic to manual
steering and vice versa shall be made by or
under the supervision of a responsible officer.
4. The manual steering shall be tested after
prolonged use of the automatic pilot, and
before entering areas where navigation
demands special caution.
 How do you use emergency steering gear?

• Ensure a clear communication for emergency

operation via VHF or ships telephone system.
Normally a switch is given in the power supply
panel of steering gear for tele motor; switch
off the supply from the panel. Change the
mode of operation by selecting the switch for
the motor which is
supplied emergency power.
 What is Emergency steering?

• An emergency steering system, as the name suggests, is

a system which is used during the failure of the main
steering system of the ship. The article explains as to
what exactly is the steering system and what the
procedure for starting the emergency steering system is.
• A ship consists of electromechanical steering gear unit
which steers the vessel from one port to other. Normally
steering gear unit is 2 or 4 ram electro-hydraulically
operated unit with two or more hydraulic motor for the
ram movement.
Steering gear system
 Emergency steering
• Procedure for Emergency steering Operation
• The following points should be followed for emergency steering operation.
• The procedure and diagram for operating emergency steering should be displayed in
steering gear room and bridge.
• Even in emergency situation we cannot turn the massive rudder by hand or any other
means, and that’s why a hydraulic motor is given a supply from the emergency
generator directly through emergency switch board (SOLAS regulation). It should also
be displayed in the steering room.
• Ensure a clear communication for emergency operation via VHF or ships telephone
system.
• Normally a switch is given in the power supply panel of steering gear for tele motor;
switch off the supply from the panel.
• Change the mode of operation by selecting the switch for the motor which is
supplied emergency power.
 Procedure for Emergency steering Operation

• There is a safety pin at the manual operation helms wheel so that during normal
operation the manual operation always remains in cut-off mode. Remove that
pin.
• A helms wheel is provided which controls the flow of oil to the rams with a
rudder angle indicator. Wheel can be turned clockwise or anti clockwise for going
port or starboard or vice versa.
• If there is a power failure, through sound power telephone receive orders from
the bridge for the rudder angle. As soon as you get the orders, turn the wheel and
check the rudder angle indicator.
• A routine check should always be done for proper working of manual emergency
system and steering gear system. An emergency steering drill should be carried
out every month (prescribed duration – 3 months) in the steering gear room with
proper communication with bridge to train all the ship’s staff for proper operation
of the system so that in emergency situation ships control can be regained as
soon as possible, avoiding collision or grounding.
System configuration for steering gear system
 How to prevent steering failure
• Flag administrations and Classification Societies, aiming to the prevention of
steering gear failures, promote regulations and best practices, always based on
IMO recommendations and on SOLAS 1974 requirements. According to these:
• All ships should have an auxiliary steering gear system operating in case of a
main system failure.
• Scheduled maintenance program should be arranged for both the main and
the auxiliary system.
• The crew should be properly trained and drilled, ready to face a similar
occasion.
• Steering gear -main and auxiliary- should be checked and tested 12 hours
before vessel’s departure, as appropriate.
• Voice communication between the bridge and the emergency steering station
should also be maintained in order to be functional and handle emergency
situations.
• Real life incident
• On August 31st 2009, a Chinese – Hong Kong flagged Bulk
Carrier was not under commanded due to failure of
steering gear near No 12 buoy on the way from Nantong
to Shanghai and collided with a Chinese General Cargo
ship while she was heaving up anchor at about 300m
south of No 12 red and white buoy .The collision caused
the General Cargo sinking and 5 crew members dropped
into water, later all 5 crew were rescued. Loss and damage
about 16 million yuan and reached serious accident in
inland waters.
 Actions to be taken in case of a steering failure

• Maintenance procedures are not always followed respectfully, resulting

to unfavorable situations, like the one described above. In such cases
the crew should be vigilant and adequately trained to handle a steering
gear failure situation, taking the following emergency actions:
• Call the master and advise engineer officer on watch
• Report to the office, inform port authority and fix vessel’s position and
time of failure
• Investigate for navigational hazards and for the cause of failure
• Make sound signals, send URGENCY or DISTRESS message and exhibit
shapes and lights, if necessary
• Disengage autopilot, start the emergency steering system and
maneuver as appropriate-prepare for anchoring if the depth is suitable