Neco NM 692 Autopilot Manual

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NECO MARINE IT]||ITED
Walton Road, Eastern Road, Gosham, Portsmouth, Hants.
Telex 86149
Tel.: Cosham (07018) 70988.
The Normand ElectricalGroup of Companies
THE N.M.692
AUTOMATICPILOT
BasicUnits
OptionalExtras
Remote
Steering Control
Wind Vane
Steering
System
Masthead Unit
Switch Unit
Crash
Switch
Hold on
Switch
lsolator Switch
Control Unit
Crash
Switch
Relay
Box
=={-
BudderFeedbackUnit
THE NECO NM 69/2 AUTOMATIC PILOT . INSTALLATION INSTRUCTIONS
L I S TO F U N I T S
sEcTloN 1
THE CONTROL UNIT. The unit is suppliedwith brackets(for shelf
mountingi and clamping plates (for panei mo[nting], together with
a removeableneoprenebezel trim. Two long plated boltt are suppliedfor
shelf mounting and two short bolts for panelmounting.Cablesreqtrired
for inter connectingwith other units are zupplied fitted tc a plug-in
connector, screwedto the rear of the control unit casing.it is normally
supplied with three cables factory fitted, and two socket connections.
One socket is used when a Remote SteeringContrc! is lined and the
other when the Wind Vane SteeringSystemis fitted. The blankingplugs
should not be removed unlessa Remote SteeringCcntrol and/or a Wind
Vane SteeringSystemare fitted. Careshouldbe taken that the corrnectcrrs
and that it is alwayspluggedin so that
in the plugin unit arenot damaged,
the cablesemergetowardsthe centreof ihe controi unit. Apart from panel
from
illuminationlamps,which run at battery voltageiand are accessible
the control unit panel),the unit is identicalfor both 12 and 24 volt D.C.,
Strouldthe
suppliesand may be usedwith a Drive Unit of either vr.rltage.
shouldbe madefor
unit be sited in an exposedposition somearrangements
coveringwhen not in use.
l.l
I n s . mms
244
B 1 2 % 324
c 5% t32
r68
D 6\
102
E 4
A 97t
F
13/
t/6
51
J
12.7
l1
25.4
44.4
K h
t
I
M
lv
'GYo
35
G 2
Y.
lz
Jn A^O,.
6.3
-G-j
\
Panel mouilrng clarhp
Ft-i
F I G . 1 C O N T B OU
L N I TD I M E N S I O N S
Remote
Steering
control
socket
Wind vane
steering
system
NOTE
A r u b b e rp l u g i s f i t t e d
socket.
to the R.S.C.
T h e s p e c i a l l yw i r e d
p f u gi n t h e w i n d
vane socket should
NOT be ren'roved
u n l e s st h e w i n d v a n e
system is fitted.
1 . 2 COMPASSUNIT. The CompassUnit is basedon the well proven NM 3
Neco Magnetic Transmitting Compass.lt can be mounted in an exposed
position sincethe unit is watertight and tested to withstand temperatures
of +600 to -20o centigradeand thus strould be possibleto find a stritable
site where magneticdeviationwill be srnall.The gimbal bracket hasslotted
holes to allow the compassto be sleraredin order to compensatefor
'A'
coefficient
deviation. 1 metre of tinsel cable is fitted to the compass,
with the lead ends terminated in crimped connectorsfor direct insertion
into a connectorbox. This lengthof cableshould not be shortened.
r__r____-
1 . 3 NECO ElectricDRIVE UNIT consistingof a Neco 12 lor24l volt DC 1/8
h.p.. ventilatedmotor, drivinga 5/8" diametershaftat 17Yzor 35 r.p.m.
througha type S.W.gearbox.Theshaftismilledfor a 3/16" x 3/16" x 1" key.
For safetyin transitthe gearboxissupplieddrainedof oil. Incorporatedin
the gearbox is an electro magnetic multi-tooth clutch, the feedback
transmitterand limit switches.Underthe top coverof the unit are located
circuitry,all fusesand a sixteenway
two armaturerelays,their suppression
connectionterminal block. In the 24 volt unit the motor windingsare
appropriateto the voltage,but a droppingdiode is incorporatedin the
supply to the electronicunits, which are commonto both voltages.Motor
Batteryleadsarefactory fitted.
Units are interchangeable.
tl
n -----l
-f
B
EARTH
O I LF I L L E R
O I LL E V E L
I
rns
mm
rns
mm
A
5 118
130
F
2 3/8
60
B
8.66
220
G
5/8
16
c
I
240
H
114
b
D
5 1/21
140
J
4 318
111
E
1 5/8
41
K
7
178
7/16
B
c D E F Approximate
A
weight
t n s . 9U 12 1ILo 3tq 5 h 4k
4 0l b s ( l 8 k s s )
m m s . 2 3 5 305 261 8 2 ' 6 140 114
F I G . 3D R I V EU N I T D I M E N S I O N S
1 . 4 C O N N E C T O RB O X E S .O n e i s s u p p l i e df o r c o n n e c t i n gN o . 1 C a b l ef r o m
the control unit to compass.
F I G . 2 C O M P A S SD I M E N S I O N S
t
REMOTE STEERING CONTROL (optional extra). This unit is supplied
fitted with 5 metres of trailing cable, the end of which terminates in a plug
type R.P.C. 12P-6 for fitting into the Remote Steering Control Socket on
the Control Unit, Plug-in connector. When an extra length of cable is
required for the R.S.C. a special connector box fitted with "hold-on"
switch facility is supplied with the extra cable.
1 . 6 H O L D - O N S W I T C H ( o p t i o n a l e x t r a ) l s s u p p l i e df o r u s e w i t h t h e R e m o t e
S t e e r i n gC o n t r o l . T h e H o l d - o n S w i t c h i s f i t t e d t o a s p e c i a lc o n n e c t o rb o x .
The switch in the'ON' position allows the operator to use the Remote
Steering Control irrespectiveof the press-onswitch fitted to the Remote
S t e e r i n gC o n t r o l .
't
.1
R U D D E R F E E D B A C K U N I T ( o p t i o n a l e x t r a ) T h e R u d d e r F e e d b a c kU n i t
w i t h m e c h a n i c a l i n k a g et o t h e r u d d e r a r m , i s a v a i l a b l ef o r ' s l o p p y ' s t e e r i n g
m e c h a n i s m sa n d f o r h y d r a u l i cs y s t e m ss u b j e c tt o s l i p . E l e c t r i c a ll e a d sf r o m
t h i s u n i t r e p l a c et h o s e f r o m t h e n o r m a l f e e d b a c kt r a n s m i t t e r a t t h e d r i v e
u n i t . F o r d e t a i l so f i n s t a l l a t i o ns e es e p a r a t ei n s t r u c t i o n s S
. e c t i o n6 .
'Crash'
1 . 8 'CRASH' SWITCH (optional extra) The
Switch is an emergency
device by which means the Automatic Pilot may be switched off at a
r e m o t e s t a t i o n , f o re x a m p l e- a f l y i n g b r i d g e .T h e ' C r a s h ' s w i t c hc o m p r i s e s
t w o u n i t s ,t h e p u s hb u t t o n u n i t f o r m o u n t i n g a t t h e r e m o t e s t a t i o n ,a n d t h e
r e l a y u n i t f o r r n o u n t i n gn e a r t o t h e d r i v e u n i t o f t h e a u t o m a t i cp i l o t . A
s i n g l e o p e r a t i o n o f t h e p u s h b u t t o n s w i t c h w i l l c a u s et h e r e l a y u n i t t o
s w i t c h t h e p i l o t o u t o f o p e r a t i o n ,a c o n d i t i o nw h i c h w i l l r e m a i nu n t i l t h e
s y s t e mi s r e s e tb y s w i t c h i n g ' O f f ' a tt h e C o n t r o l U n i t , S w i t c h i n g ' O n ' a t t h e
C o n t r o l U n i t w i l l r e s t o r en o r m a l p i l o t o p e r a t i o n .
1. 9
C O M P A S SA D J U S T M E N T A l D . T h i s d e v i c e ,n o r m a l l y r e q u i r e df o r C o m p a s s
A d j u s t e r s a n d I n s t a l l a t i o n C o n t r a c t o r s ,i s t e m p o r a r i l y c o n n e c t e d t o t h e
A u t o m a t i c P i l o t . l t v i s u a l l y i n d i c a t e sw h e n t h e P i l o t i s i n i t s ' n e u t r a l '
p o s i t i o n . l t p r o v i d e s a r a p i d m e t h o d o f o b t a i n i n g c o m p a s s h e a d i n g sf o r
p r e c i s ec o m p a s sa d j u s t m e n t .
1 . 1 0 I S O L A T O R S W I T C H B O X ( o p t i o n a l e x t r a ) . A f u s e ds w i t c h b o x , w i t h ' O n '
i n d i c a t o r l a m p f o r c o n n e c t i n gt h e a u t o m a t i c p i l o t p o w e r s u p p l y l e a d st o
the batterysupply.
1.11 WIND VANE STEERING UNIT (optionalextra). This unit can be fitted
to all NM 692 Systems
TheNecoNM692AutomaticPilot applies
1.2 SPROCKETAND CHAIN DRIVE
part
of the steeringmechanismbysprocket
rotary
some
turning
by
rudder
where
andchaindrivenby the DriveUnit. For normalsteeringinstallations,
side
of
40o
either
to
approximately
the rudder movement is restricted
such
that
be
should
pinion
teeth
to
sprocket
teeth
of
ratio
the
amidships
(9
the output shaftof the drive unit is rotated through 47,Iurns turns when
is
rudder
movedfrom
the
when
35 r.p.m. motor is usedl or slightly more.
way'
the
other
hard-over
to
hard-overone way
As the Drive Unit also containsthe FeedbackTransmitterand Limit
Switches,it is importantthat when selectingthe sprocketratio the operation
of the Limit Switchesis taken into consideration'They are factory set to
operate at 2 turns either side of the neutral position of the 17y2r.p.m.,
Drive Unit shaft, and 4 turns either side of the neutral position of the
35 r.p.m.,Drive Unit shaft.
Thus when deciding on the sprocket ratio it is important that the chain
drive arrangementis such that the drive unit shaft rotatesthrough at least
the amidshipsposition and the point at which the rudder
2Yoturnsbetween
comesagainsteachof its stops,or 4% turnswhen the 35 r.p.m.driveunit
isused.Whilstthe limit switchesmustcut off powerto the driveunit before
desirablethat the switches
the rudder reachesits stops. it is nevertheless
shouldnot be constantlyoverriddenwhen steeringmanually'
VARIATIONS FROM NORMAL - Although 4L turns (9 turns when a
35 r.p.m. drive unit is used) of drive motor shaft are standardthere are
the sprocketratio
caseswheremore turns may be desirable.By increasing
a t t h e r u d d e rw i l l i n c r e a sael t h o u g ht h i s w i l l r e d u c e
t h e t o r q u ea v a i l a b l e
the rate of applicationof the rudder.There is, however,a certainclassof
steeringmechanism,designedfor constanttorque at the steeringwheel
regardless
of rudder position, with which it is very desirablethat the
for instance,is based
Mathwaysteering,
sorocketratio shouldbe increased.
on this principle.Thesesystemsare non-linearin operationand result in
r a t h e rc o a r s ei . e . ,s e n s i t i vset e e r i n ign t h e r a n g en e a ra m i d s h i p sI t. i s i n t h i s
r a n g e t h a t t h e a u t o m a t i cp i l o t n o r m a l l yf u n c t i o n sa n d i n c r e a s i n tgh e
s p r o c k e rt a t i o s o a s t o g i v eu p t o 6 ( 1 2 )Q r i v eu n i t l u r n sm a y b e b e n eifc i a l .
l , , , .P" i t c hc h a i ni s r e c o m m e n d e pd a, r t i c u l a r l iyf t h e a u t o m a t i cp i l o t i s c a l l e d
where spacels
upon to work near the limit of its power. Nevertheless
proved
acceptable'
has
chain
Pitch
gear
3/8"
light
limited,and the steering
SeeTablesA&8.
5
l-
)
t,
S I T I N GT H E U N I T S
sEcTloN2
T A B L EA 1 1 7 %r . p . m . )
Steering Gear Turns (Hard over to Hardover)
22\Z,z23as
11\1\12
s\3Lz qaLoq\4\
RADIO FREOUENCY INTERFERENCE
the automatic pilot
It is important when deciding on the position of
power supply cables that
and
unit
inter
run
of
the
planning
tnO
,ni,t,
the radio transmitter
consideration should be given to the proximity of
to
them.
cables
its
associated
and
reasonableinternal
Although the NM692 is fully suppressedagainst any
be induced if pilot
to
R.
F.
for
possible
it
i.
radio frequency
oi-"*#"rf
power carrying or aerial
cables are run in the same loom as the radio
these can act as a
.uOf.r, or those containing general ships wiring, as even
Radio ReceiverAerial and cross coupling will be inevitable'
cables
Therefore as a general rule all pilot inter unit and power supply
other
possible
from
as
far
away
as
looms
and
should be run in separate
cables.
2.2
C o N T R O L U N I T . T h i s m a y b e e i t h e r b r a c k e tm o u n t e d o r p a n e l / b u l k h e a d
m o u n t e d . I n t h e f o r m e r c a s et h e c l a m p i n g p l a t e s a r e n o t r e q u i r e da n d t h e
two longer bolts should be used. For panel/bulkheadmounting the
n e o p r e n eb e z e l t r i m i s s t r i p p e d o f f , ' a n d t h e c l a m p i n g p l a t e s a n d s h o r t e r
bolts are used.
T h e c o n t r o l U n i t m u s t b e r e a s o n a b l ya c c e s s i b l et o t h e h e l m s m a n a n d
p r e f e r a b l yw i t h i n h i s r a n g e o f v i s i o n w h i l s t l o o k i n g o u t a h e a d .I n m a n y
c a s e si t n e e d n o t a c t u a l l y b e w i t h i n r e a c h o f t h e s t e e r i n gw h e e l a n d t h e
h e l m s m a ns h o u l d n o t h a v e t o l e a n a c r o s st h e w h e e l i n o r d e r t o r e a c h t h e
unit, particularly if the wheel is of the spoked variety. There is no
r e s t r i c t i o nr e g a r d i n gt h e p r o x i m i t y o f t h e u n i t t o t h e s t e e r i n gc o m p a s s '
5
21
Numberof
teeth on
Steering
Gear
Sprocket
2.1
25
z3
11
IJ
51
13
t5
19
to
11
21
zc
19
13 l5
17 t7
21
ZJ
t'2
l9
21
z5
ZJ
38
2 1 25
Numberof teeth on DriveUnit sprocket
T A B L EB ( 3 5 r . p . m . )
S t e e r i n g G e a r T u r n s ( H a r do v e r t o H a r do v e r )
2 2Laz\z3a 3 3La3Lt 4 5 o
l\t%
N u r n b e r o fza
teeth on
JO
Steering
57
G e ar
S p r o c k e t It) 1 3
13 15
13
l5
17
13 15
17
r9
21
)'\
l3
IY
19
t3
21
zl
25
?q
Numberof teeth on Drive Unit sprocket
COMPASS
wnere:
T h e a b o v et a b l e sa r ed e r i v e df r o m t h e f o r m u l a : No. of teeth on DriveUnit Sprocket=
No. of teethon SteeringGearSprocketX SteerinqGearTurns(H.O.to
H.Ol
9(or4%l
d.
e.
A greatersprocketratio (i.e.fewerteethon drivesprocketand/ormore
teethon the steeringgearsprocket)may be requiredin craftwith "lively"
steeringcharacteristics
or with Mathwaysteeringgear.{Seepage5.}
A site should be chosen,either above deck or below
M i n i m a l d e v i a t i o nw i l l b e e x p e r i e n c e d '
T h e r e i s l i t t l e r i s k o f m a g n e t i co r f e r r o u s m a t e r i a lb e i n g l o d g e d
in the proximity of the comPass.
Movement of the craft is minimal' Subiect to (a) this will
n o r m a l l y b e l o w d o w n a n d n e a rt h e c e n t r e l i n e o f t h e c r a f t .
There is no restriction to the movement of the compasswithin
its gimbals.
T h e u n i t i s u n o b t r u s i v ea n d u n l i k e l y t o b e t o u c h e d b y m e m b e r s
of the crew.
2.4
CONNECTORBOXES. Theseshould preferablybe sited under cover.
Securingholes are accessiblewhen the cover plate is removed.one
connectorbox is normallysuppliedand is usedto connectNo. 1 cableto
the Compass.
)
o
Ct':ntrciunit
Ns I cable '
t-i. ! Remotesteerinq
! ! control
ti
r,
r--
6 way
connector box
Cable
Nn
1
Compass
MetricSize
Length
Mef ra-s
0 S m n l1 6 / 0 ' 2 0 m m
l0
R
I
3 x 0 . 2 m l 7r r/ 0 ' 2 0 m m
4
5-12v
6-l2v
5-24v
6-24v
Earth
5
l.0mm'32/0'20mm 5
5
l.5mnf30/0'25nr 5
l . O m m ' 3 2 / 0 ' 2 0 m5n
5
l'5mm'30/0.25m
Mm
i n.i m u n
CABLEINTERCONNECTIONS
N.M.69/2
igiiii:i
ff:iliilii;i
!iiiiI;a
iil;*eisryiii|iiilEiI,
iE:g|:l;
;;ig5=E'
igiii*Fii!
iiE!:
i:riiifr
i 3;Er;i-IE:fiIiiii:;F:EiEEi+iAg
Eiii
i;i;;EiF
Ii;iEiiiggiiiiiiii
Ii:EF;:E
IEiEEEg;:igiIIEIgii
rs
a.
SECTION 3
3.1
3.2
CONNECTING UP THE AUTOMATIC PILOT
3.3
,opened
WARNING. The Control Unit should not be
up, by other than
authorised servicing personnel.
Attention is drawn to Section 2.1 Radio Frequency Interference.
Starting from the Control Unit all cables should be routed as described
hereafter and securely cleated. Care should be taken to ensure that no
undue strain is placed on the cable glands. Lengths of the cables are nol
critical but power-carrying leads should be no longer than necessary.
CAUTION. To avoid rotation of the cables and possible strain it is
recommended that all cable glands be tightened BEFORE connecting up
the lead-outs.Referring to the Cable Interconnectionsdiagram Figure 4.
No. 1 CABLE (6 core 0.5mm2 16/0.20mm unscreened)
The BLACK lead of this cable is not used and may be cut short. The cable
is 10 metres long and should be led to the 6 way connector box sited close
to theCompass The cable is cut at this position and connected through
the connector box asshown in Figure 5.
The trailing lead from the
Compass is 1 metre long and should not be shortened. The lead ends ol
this cable are terminated in crimped connectors for direct insertion into the
6 way connector box. The trailing lead from the Compassshould notbe
connected at this stage.
I
I
I
No. 3 CABLE (4 core 020mm). Only suppliedwhen a Remote Steering
Control is fitted. 5 metres of cable is supplied as standardfitted to the
Remote Steering Control with the necessaryplug for direct connection
into the plug box on the rca( of the Control Unit as shown in Figure 6.
Controlunit
Remote
steering
control
N o t e ' c a r e s h o u l d b e t a k e n t h a t t h e R S C .p l u g i s
n o t i n s e r t e dr n t o t h e w i n d v a n e s o c k e t .
FIG.6
3.4 lf a 'hold on switch' or extra cableare providedfor the RemoteSteering
C o n t r o l a s p e c i a lb o x f i t t e d w i t h ' h o l d o n s w i t c h ' i s s u p p l i e da n d i s
connectedasshownin Figure7.
cablelength
as ordered
Plug &_socket
F I G . 5 C O M P A S SC O N N E C T O RB O X
Plug& socket
I
FControl unit
I
Na 3 cable to remote steeringcontrol
5 metres (standardcable length)
FIG.7
10
11
3.5
No. 2 CABLE (8 core O.5mm2 l6/0.2Omml and No. 4 Cable (3 core
tmm2 3zll.Z)mm are run to the drive unit; No. 4 cable is a power
carryingcable.
Removethe top cover of the Drive Unit and cut No. 2 Cableand No. 4
cabletothe reguiredlength,leavingsufficient slackto allow the Drive unit
to be movedby smallamountswhen the roller chainis eventuallyconnectd.
It is recommendedthat the lead-outsbe tinned.
Decide whether standard rotation or Reverse rotation is required.
("Standard' Rotation is zuch that, to apply starboardrudder, the outpui
shaft must rotate anticlockwisewhen viewedfrom its exposedend).
Figure8 showsthe order in which the lead-outsshould be enteredinto the
l6-way terminal block for standardrotation. Figure9 for reverserotation.
lf, however.a Rudder Feedbackunit is to be fitted, connectionsshould
be as in Figure8 for both Standardand Reverserotation.
3.6
REVERSERorATloN oF DRIVE uNtr. ln someinstailations
it may be
necessaryfor the Drive Unit output shaft to rotate in the reversedirection.
No. 2 cable from the control Unit to the DriveUnit is then connectedin
accordancewith Figure 9. This alteration may necessitatethe iesettingof
the limit switches.Theseare locatedunder the cylindricalcover adjacentto
the earth stud of the Drive Unit.
1
-p
1
2 CORE
2
3
4
LLOW
BLACK
5
6
7
8
I
10
11
12
13
RED
BTUT
14
15
16
rI
2
3
BROWN
4
EROWN
5
Ltov\
BLUE
Il
WHITE
I
EROWN
ffiffi
VIOTT.T
BLACK
RED
YELLOW
6
7
8
I
10
11
12
13
't1
15
16
ffiffi
FIG.9
ReverseRotation
FIG.8
Standard Rotation
12
13
3.7
POWERSUPPLIES.The Drive Unit is suppliedwith two pairsof power
leads factory fitted, as shown in Figure 4. No. 5 cable - The Control
PowerCableand No. 6 - The DriveUnit PowerCable.Nos.5 and 6 cable
must not be connectedto independentbatteries,unlesseither the negative
or positiveterminalsof the two batteriesarecommon.lt is recommended
that both thesecablesshouldbecapableof beingisolated,
eachwith its own
lsolator Switch (10 ampl An lsolator Switch Box can be suppliedas an
optionalextra and is wired up in accordance
with Figure10.
3.9
No.6GABLE, DRrvE uNrr powER CABL_E(2-core1.5mm230/o.25mm
for 12 volt installations)
or (2-corel.0mm2 32/O.2Omifor 24 vott installations)may be run to the battery direct or througha distribution
board
capableof handling30 amps (12 volts installationilor l5 amps (24
volt
installations).In either caseit is recommended
that this be isolatedby a
separateswitch. ln the event of a relay stickingin the on positionit is
possiblefor the DriveUnit to run evenwith the control unit srvitched
off .
By f ittingthe rsoratorSwitchin the DriveUnit powercabre,possibledamage
to the DriveUnit can be prevented.
3.10 THE EARTH STUD. (locatedon the sideof the DriveUnitl must
now be
connectedto the ship's Earth or to the terminalof the battery
which is
connectedto the Ship's Earth.
CONTROLPOWER
CAALE
Irom batiery
3. l1 'CRASH'swrrcH (if fitted) Disconnectthebattery,cut
the 2-core1.0mm2
32/0.2omm cabre No. 5 cabre at the chosenposition rno-.onn""t
tn.
sectionof cablefrom the control Unit lsolatorinto terminalsI and 2 of
the Relay Unit, connect the sectionof cable from the Drive unit into
terminals 5 and 6, and using a length of 0.5mm2 .16i0.20mm
l i n k t e r m i n a l s3 a n d 4 o n t h e R e l a y U n i t t o t e r m i n a l s3 a n d 4 o n t h e
P u s hB u t t o nU n i t . F i g u r el l .
D R I V EU N I T
POWERCABLE
lrom baitery
C O N T R O LP O W E R
CABLE(No.5)
t o d r i v eu n i t
Terminal7 is usedonly with solenoidValve-operated
Hydraulicsystems.
(Seesection7)
D R I V EU N I T
P O W E RC A B L E(
to driveunit
C o n t r o l U n i t l s o l a t o r o r l s o l a t o rS w i t c h B o x
F I G . I OI S O L A T O R
S W I T C HB O X
3.8
14
No. 5 CABLE, CONTROL POWER CABLE (2-core 1mm2 32lO.2}mml
m u s t a n v a r i a b l yb e r o u t e d d i r e c t t o t h e b a t t e r v t e r m i n a l s a n d n e v e r
v i a a c a b l e w h i c h i s s u p p l y i n g p o w e r t o t h e d r i v e u n i t o r o t h e r c i r c u i t s ,a s
s h o w n i n F i g u r e 4 . F a i l u r et o d o t h i s w i l l r e s u l t i n p o o r p i l o t p e r f o r m a n c e ,
a st h e p u l s eo f c u r r e n tt a k e n b y t h e p i l o t m o t o r b y s w i t c h i n g ( t o g e t h e rw i t h
t h e r e s i s t a n c ea, n d p o s s i b l y m o r e i m p o r t a n t , t h e i n d u c t a n c eo f t h e c a b l e )
can produce a voltage drop of several volts for a few milli-secondsover
o n l y a s h o r t l e n g t h o f c a b l e ,a n d w i l l c a u s er e l a y f l u t t e r . T h e C o n t r o l U n i t
lllumination is not controlled by the Offlon switch; this can be switched
o f f b y t u r n i n g t h e b r i l l i a n c ec o n t r o l h a r d a n t i c l o c k w i s e .
ELUE
CORE
FIG.ll CONNECTIONSFOR CRASH SWITCH MK.2
15
sEcTroN4
L I N I N G U PT H E S Y S T E M
4 . 1 L I N I N G U P O N I N S T A L L A T I O N w i t h F e e d b a c ku n i t i n s t a l l e di n t h e D r i v e
Unit - see separateinstructions for Rudder Feedback Units.
E n s u r et h a t t h e c h a i n d r i v e i s d i s c o n n e c t e dl r o m t h e D r i v e U n i t .
II
Check that (a) No. 1 cable from the Control Unit is connected into
the appropriate connector boxes as shown in Figure 5.
I
( b ) T h a t t h e r a i l i n g ' c a b l e f r o m t h e C o m p a s sh a s N O T
been connected into the connector box.
3.
i
P o s i t i o nt h e C o n t r o l s a s f o l l o w s See
Sensitivity - Maximum (fully clockwise)
I
'l
RudderControl 0
igure
| F
^12
)
TrimControl - 0
t
10.
I
I
I
I
v
T h e D r i v e U n i t o u t p u t s h a f t s h o u l dn o w r u n t o i t s ' n e u t r a l 'p o s i t i o n .
U s i n g t h e T r i m C o n t r o l , c h e c k t h e d i r e c t i o no f r c t a t i o n , r e t u r n t o 0 .
lvlark the output shaft so that it can be returnedto this position if
i n a d v e r t e n t l yr o t a t e d . l t i s v i t a l t h a t t h e c o n t r o l s b e s e t e x a c t l y a s
stated in 2 above.
I
ci
111
\
ILLUNiIINATION
'OFF'the
p i l o t a t t h e C o n t r o lU n i t a n d s w i t c h ' O F F ' b o t h
Switch
l s o l a t o r S w i t c h e s .L o c k t h e r u d d e r e x a c t l y a t a m i d s h i p s C
. o n n e c tu p
t h e r o l l e r c h a i n t o t h e D r i v e U n i t p i n i o n ,w i t h s h a f t i n i t s ' n e u t r a l '
p o s i t i o n , a n d t h e s t e e r i n gg e a r s p r o c k e t d r i v e .
4,2
Free the steering gear and then close the lsolator switches and
C o n t r o l U n i t s w i t c h . T h e e l e c t r o - m a g n e t iccl u t c h s h o u l d t h e n e n g a g e
a n d l o c k t h e p i l o t a n d s t e e r i n gg e a r i n t h e a m i d s h i p sp o s i t i o n . M o v e
t h e T r i m C o n t r o l a n d C h e c k t h a t t h e r u d d e r m o v e sa c c o r d i n g l y .
Switch
9
16
'OFF'
G
SENSITIVITY
T O C H E C KI N S T A L L A T I O N O F ' C R A S H ' S W I T C H
1.
R e c o n n e ct h
t e Batterv.
'ON'
2.
Switch
J.
Put the OFF/ON switch on Control Unit to'ON'and check the
A u t o m a t i c P i l o t f o r n o r m a l o p e r a t i o n ,t h i s m a y b e d o n e b y o p e r a t i n g
t h e T r i m C o n t r o l a l t e r n a t e l yP o r t a n d S t a r b o a r d .
4.
Operate the
5
C h e c k t h a t t h e A u t o m a t i c P i l o t i s i n o p e r a t i v eb y m o v i n g t h e T r i m
Control to Port and Starboard.
b.
Put OFF/ON switch on the Control Unit to OFF, by now switching
'ON'at
t h e C o n t r o l U n i t , n o r m a l p i l o t o p e r a t i o nw i l l b e r e s t o r e d .
t h e p i l o t a t t h e C o n t r o lU n i t .
Now connect the trailing cable from the Compass into the 6 way
terminal block as shown in Figure 5. lt should be noted that these
leads are terminated in crimped connectors for direct insertion into
the 6 pin connector box. lt is NOT recommended that this length
of cable be shortened.
/A)
orrLK7 on
F I G . 1 2 C O N T B OPLA N ES
L E T T I N GFSO RI N S T A L L A T I O
AN
LIGNMENT
B o l t t h e D r i v e U n i t h a r d d o w n s o t h a t t h e c h a i n t e n s i o n i s s i m i l a rt o
t h a t i n a n e w b i c y c l ec h a i n . M a n u a l l y c h e c k o p e r a t i o n o f t h e l i m i t
switches. See Section 4.3
t
RUDDER
18
I
I
5'' 6
'1" r ntv" 7 r ,
Ensure that the Drive Unit output shaft is free to rotate. Switch
'ON'
t h e D r i v e U n i t a n d C o n t r o l U n i t l s o l a t o rs w i t c h e sS. w i t c h ' O N '
the Automatic Pilot at the Control Unit.
I
i
*:s.
,;0:
I
i
I
Check that the craft is in a berth not subject to magnetic interfererrce,
e.g., is not alongsidea steel hulled vessel,steel pontoon, etc., and set
t h e C o u r s e S e t t e r o n t h e C o n t r o l U n i t t o s h i p ' s h e a d m a g n e t i c .S e t
the Rudder Control to 10 and Trim Control to 0. lf the drive unit
m o v e s t h e r u d d e r , s l e w t h e C o m p a s sU n i t u n t i l t h e d r i v e u n i t r e t u r n s
t h e r u d d e rt o i t s a m i d s h i pp o s i t i o n .B o l t t h e C o m p a s sU n i t h a r d d o w n .
I
I
b o t h l s o l a t o rS w i t c h e s .
'Crash'
Switch oush button.
17
r
4.3
R E S E T T I N G T H E L I M I T S W I T C H E S( S v s t e m sN O T f i t t e d w i t h R u d d e r
F e e d b a c kU n i t ) .
I n s o m e i n s t a l l a t i o n sa n d w h e r e r e v e r s er o t a t i o n o f t h e D r i v e U n i t o u t p u t
shaft is required the Limit Switches may have to be reset.
4.5
T h i s s h o u l d b e c a r r i e do u t a s f o l l o w s :
'OFF'.
1.
P u t t h e C o n t r o l U n i t a n d l s o l a t o rS w i t c h e st o
z.
R e m o v e t h eL i m i t S w i t c h c o v e r p l a t e f r o m t h e s i d eo f t h e D r i v e U n i t .
T h i s w i l l e x p o s et h e t w o l i m i t s w i t c h e sa n d t h e i r r e s p e c t i v eo p e r a t i n g
cams.
M a n u a l l y o p e r a t e t h e s t e e r i n gg e a r u n t i l t h e r u d d e r c o m e s o n t o i t s
p h y s i c a l s t o p , i t w i l l b e n o t i c e d t h a t a s t h e s t e e r i n gg e a r i s o p e r a t e d
o n e o f t h e c a m s m o v e st o w a r d s i t s r e s o e c t i v el i m i t s w i t c h .
4.
M a n u a l l y t u r n t h e s t e e r i n gg e a r i n t h e o p p o s i t e d i r e c t i o n u n t i l t h e
r u d d e r i s c l e a r o f i t s p h y s i c a ls t o p ( t h e p o s i t i o n i n w h i c h t h e L i m i t
S w i t c h i s r e q u i r e d t o o p e r a t e )r e s e tt h e c a m d e t e r m i n e di n 3 , s o t h a t
i t o p e r a t e st h e L i m i t S w i t c h . T h e c a m s a r e s e c u r e di n p l a c e b y a 6
BA socket set screw.
6
R e p e a t3 a n d 4 w i t h t h e r u d d e r o n i t s c p p o s i t e p h y s i c a ls t o p .
6.
M a n u a l l yo p e r a t i n gt h e s t e e r i n gg e a r ,c h e c k b y o b s e r v a t i o n t, h a t w h e n
t h e r u d d e r i s a p p l i e d t h e L i m i t S w i t c h e so p e r a t e b e f o r e t h e r u d d e r
s t o o s a r e r e a c h e di n e i t h e r d i r e c t i o n .
4 . 4 A D J U S T I N G T H E C O M P A S S .P r o v i d e dt h e c o m p a s sh a s b e e n i n s t a l l e di n a
p o s i t i o n f r e e f r o m d i s t u r b a n c et o t h e e a r t h ' s m a g n e t i c f i e l d a n d t r i m
c o r r e c t l y a d j u s t e d ,t h e c o u r s es e t a n d t h a t a c t u a l l y s t e e r e dw i l l b e i n c l o s e
agreemenr.
lf there are'differences of more than very few degreesit is likely that the
c o m p a s su n i t i s s u b j e c tt o d e v i a t i o ne r r o r sa n d i t w i l l r e q u i r ec o r r e c t i n gb y
a qualified compass adiuster. The following methods enable compass
headings to be obtained so that these corrections may be effected. Both
t a k e a d v a n t a g eo f t h e f a c t t h a t , w h e n t h e p i l o t D r i v e U n i t i s i n i t s " n e u t r a l "
position, the course setter is effectively a compassrepeater.
I
I
18
METHODA usinsthe COMPASSADJUSTINGAID (CAA)
R e m o v et h e t o p c o v e ro f t h e M o t o r U n i t .
1.
2.
R e m o v e b o t h 2 5 a m p . ( 1 5 a m p ) f u s e s .T h i s w i l l r e n d e r D r i v e U n i t
and clutch inoperative when the control unit is switched on, and
t h u s p e r m i t m a n u a ls t e e r i n g .
3.
Remove the Violet, green, brown, yellow, red and blue ieadscolour
f o r c o l o t r r ,i n t o t h e t e r m i n a l s1 0 , 1 2 , 1 3 , 1 4 , 1 5 , a n d 1 6 o n t h e g l a n d
s i d e o f t h e t e r m i n a l b l o c k ( s e eF i g . 8 ) b u t d o n o t d i s t u r b t h e g l a n d s .
4.
Connect the exposed green, brown, yeilow, red and blue leads,
colour for colour, into the terminal block of the CAA. The flying
o r d n g el e a d o n t h e C A A s h o u l d b e c o n n e c t e di n t o t e r m i n a l 1 0 o n t h e
D r i v e U n i t t e r m i n a l b l o c k . l t i s r e c o m m e n d e dt h a t t h e b a r e e n d o f
the disconnected orange lead (see3 above) be covered with adhesive
t a p e u n t i l t h e p i l o t w i r i n g i s r e c o n n e c t e dn o r m a l l y .
t:
t
t
t,
t,I
t l
tf
Il
tI
t
S e t t h e S w i t c h o n C A A t o p i l o t v o l t a g e .S e t S e n s i t i v i t ya n d R u d d e r
C o n t r o l f u l l y c l o c k w i s e .S e t T r i m t o " z e r o " .
Bring the craft to the desired heading and adjust the Course Setter to
this heading.
S w i t c h o n a t t h e C o n t r o l U n i t a n d a l l o w a f e w s e c o n d sf o r t h e
svstemto settle. Re-adjustthe Course Setter as indicated by the CAA
lights - increase reading with the green lrght and vice versa.When
both lights go out the system is balancedand the Course Setter then
readswithin 't '/:o, of CompassUnit heading.
46
METHOD B. This is somewhat less accurate and calm water and steady
wind conditions are necessary.Neverthelessit is adequateand useful when
n o C A A i s a v a i l a b l e .N o d i s t u r b a n c et o a n y w i r i n g i s r e q u i r e d .C o m p a s s
ad,lustmentis carried out underway with the pilot switched on.
The craft is brought on to the required headingswith the course Setter and
for each heading Trim is re-adjusted (see "Operation" section). lf this
a d j u s t m e n t i s m a d e w i t h c a r e a n d c o n d i t i o n s a r e s t e a d yt h e C o u r s e S e t t e r
r e a d i n gw i l l p r o v i d e a c l o s e i n d i c a t i o no f c o m p a s sh e a d i n g .
Using normal compass adjustmerrt technigues compensating magnets
should be placed and, if necessary,the Compass Unit slewed to minimise
differences between course set and magnetic course steered. Residual
differencesshould be tabulated in the form of a Deviation Table.
19
SECTION 5.
5.1
5 . 4 . R O U T I N EM A I N T E N A N C E
FUSE AND RELAY REPLACEMENT.
F U S E S s. i t u a t e du n d e rt h e t o p c o v e ro f t h e D r i v e U n i t a n d f r o m ( s e eF i g . 1 3 . )
the 16 way terminal block are:
1.
1 -- 5 amo BS 646
"l - 2 amp BS 646
?- 25 amp (12 volt installation)
or
? - 1 5 ; , : , , n 1p 2 4 v o l t i r . r s t a l l a t i o n )
S i t u a t e di n l s o i a t o rS w i t c h b o x
2 - lt/z amp
2
25 anrp (i2 volt installatior-r)
or
2 - 15 antp(24 volt installation)
B e f t . ' r er e p l a c i i ' r cf r i s e s - - S w i t c h D r i , , , eU n i t a n d C o n t r o l U n i t l s o l a t o r
gy"y
irchcs to O F F .
5.2
P A N E L I L L U M I N A T I O N . T h e s e m i d g e t l a r n p sp u s h f i t i n t o t h e s l o t t e d
c a p s w i r i c l r s c r e w i n t o t h e C o n t r o l U n i t P a n e l .T h e y a r e : T h o r n B e n d i x
'Atlas'r.,/pr)
1 . 1 0 0 4 ( 2 8 V o l t r a t i n g f o r 2 4 v o l r i n s t a l l a t i o n s , l 4 V o lrta t i n g
f o r ' 1 1 v1 c l 1 i n s i " ! l a t i o n s )W h e n r e p l a c i n g p a n e l l a m p s c a r e s h o u l r l b e t a k e n
t o a v o i r : cl i s t o r t i n g o r o t h e r \ r ' i s ed a n r a g i n gt h e r u b b e r s e a l s .
5.3
R E P L A C E i v i E N TO F R E L A Y S . i P o t t e r a n d B r u m f i e l dT y p e P 8 5 l l Y ) . l t
i s i m p o r t ; : i r t t h a t i l i e D r i v e U n i t a n d C o n t r o l U n i t l s o l a t o r sa r e s w i t c h e d
O F F , o r a ! l e r n a t i v e i yt h e b a r t e r v c o n n e c t i o n sa r e d i s c o n n e c t e dA
. c c e s st o
t h e R e l a y sm a y b e g a i n e d b y r e m o v i n gt h e t o p c o v e r f r o r n t h e D r i v e U n i t .
S e e F i q r i r e 1 3 . T h e r e l a y ; a r e e a c h s e c u i ' e dt o t h e b a s e p l a t e b y m e a n so f
2 - 4 B A s c r e w sa n d w a s h e r s T
. h e r e l a v c o n n e c t i o n :a; r e m a d e t o a t e r m i n a l
h l o c k l o c a t e d b e r r e a t ht h e f u s e a i r d s u p F r e s s i o np a n e l . T h e l a t t e r h e l t i b y
? - - 2 B A n u t s a n d r n v a s h e r s a r1r -d6 B A s c r e , , , vr . r r r ,rrl , ' a s h e ri n t h e p o s i t i o r r s
s h o w r l i n F i g u r e 1 3 , a n d r e m o v a lw i l l a l l o r v t h e { l ; s eb o . r r dt o b e h i r r g e d
aside cn its wirirrg in a direction towards ttr* iC way connector blocl<.
N t : t e t h e p o s i t i o n o f t h e w i r i n g w h e r e i t e m e r g e sf r o r n b e n e a t h t h e r e l a y
i r a s e .D i s c o n n e c tt h e r e l a r y sa n d r e m o v e ,t a k i n g c a r e n o t t o s t r a i n t h e s m a l l
l e a f s p r i r i g si n t h e c o n n e c t o rb l o c k w h e n d i s c o n n e c t i n g .
J ' h e n e w r e l a y s s l . r o u l db e s c r e w e d i n t o p o s i t i o n w i t h t h e w i r i n g i n t h e
p o s i t i o n n o t e d f o r t h e o r i g i n a l s ,a n d c a r e s h r : u l d b e t a k e n t h a t a l i w i r e s
are free to move and rrot trapped. Ensure that the loop of insulated wire
connected to the armature of the relav is clear of obstruction and free to
move. Connect the relaysto the terminal block as shown in Figure 13
c o i l i n g e x c e s sw i r e n e a t l y , a n d r e f i t t h e f u s e b o a r d . D u r i n g t h e l a t t e r o p e r ation it is especiallyimportant to ensurethat the wiring connections beneath
the fuse board are not trapped between it and the terminal block, to avoid
possiblepuncture of the insulationsby the terminal pins in the board.
20
\-
4.
6
Regularlylubricate the roiler chain drive betwecnthe
Dr-iveLrnit and
steeringgear.
onceaseasoncheckthe
oir reverin the DriveUnit gear'c,:<
br, r;rar!..iirg
r:acr.r
on the oil levelscrewplug. situatedon the en<J
of the g,.:1,1,,:.r.
il;i ir,ii,;*
seep from the gearbox. rf not. top up with castror 'ivlagna
rirr.*gh ihe
f i l l i n g p l u g , w h i c h i s a d j a c e ntto t h e e a r t hc o n n e c t i o r . r ,
the,,iieof the
Drive Unit gearbox.
The Rudder FeedbackUnit (if fitted) should be
inspe.-.
i+{!u i i.!j
intervaisto ensurethat loosegearis not likely to foui
tl_:eir,;kagi:ry,,,*,,.
The ball and socket joints should be greasedoccasicnall.,.
nsld lir;6,ir_,g
fasteningschecked.
To cleanthe contror Unit panerwashwith det€!.gent
fresh
and rinsev,rrtrr
water. Dry off with a soft cloth.
Relaycontacts.Theseshourdnot be touchedurrress
svmptomsindica*ng
dirty contactsoccur- A typicar symptom wourcJfre
the cessar'ion
oi ogr*,u"
tion of the pilot, with the rudder at a fixed angle.
This rnay ternL)orffriiy
h€
rgmediedby switchingthe autopirotoFF and tiren
oN .gri",-b"i;i"'r"rrv,
shouldbe cleanedat the first subsequent
opportunity.
To cleanthe Relays:
It is importantthat beforeany serviceoperations
arecarriedout, that lhe
Drive Unit be isoratedfrom the battery by opening
both rsoratorswitches,
or alternatelydisconnectingthe battery connections.
Accessto the Reiar,is
may be gainedby removingthe top coverfrom the
driveunit.
Thecontactsshourdbe creanedusingpreferabry
a sorventcreanerfruid such
asArklone,Inhibisoror spraycrene,
but in the absence
of any of these,-any
good domesticdry cleaningfruid shourd
suffice.The creanershourdbe
worked betweenthe contactsusinga pieceof smooth
surfacedcard suchas
postcard, until alr traces of bracking are
removed. The rerays may be
manuallyoperatedto facilitatethis and the subsequent
greasing
operations.
Repeatthe operationfor both pairs of contacts
and allow time for the
excesssolventto evaporate.
on no accountshourdany abrasive
or fire ever
be usedon the contacts.
The contactsshourd then be treated with a protective
coat of Electrorube
2G grease.This may be apptiedby riqhtrycoatingthe end
ot a teeteigaugu
or similartool with the greaseand wiping betweeneachpair
of contactsin
turn, recoatingthe feelergaugeas necessary.
21
Gearbox
level
FUSES
E a r t hs t u d
nn""d,""
A
I
L
u,.d *B' E"t n."^J
"""
D
r
F
H
J
K
FIG.13 RELAY
C O N N E C T OBRL O C K
22
sEcTloN 9
9 . 1 OPERATING INSTRUCTIONS
SwitchON the lsolatorSwitch (or Switches).
for immediateus€.
The autopilotis now available
9.2 TO STEERBY AUTOMATICPILOT
Set: The CourseSetterto the Courseto be steered.
Trim Control to 0.
RudderControlto 5.
SensitivityControl to its Mid position(12 o'clock).
Ensurethat the steeringgearis free.
Putthe ONiOFF switchon the ControlUnit to ON. The driveunit magnetic
clutch will now engageand the craft will be steeredby the automaticpilot
to the courseset.
9 . 3 A D J U S T I N GT H E C O N T R O L SF O R O P T I M U MP E R F O R M A N C E
RUDDER CONTROL
Adjust the Rudder Control at the lowest setting which gives,ihe
most satisfactory steering. lf the control is set too high, excessive
rudder is applied the craft will oversteer and weave about thtt rEi
course. With too low a setting, rudder applied may be insufficii:r',itu
bring the craft onto the set course.
9.4
2.
TRIM CONTROL
This applies rudder irrespectiveof the position of the Course Settei
and RudderControl.
To set the Trim Control:
Checkthat the Trim Control is at 0.
Set the Rudder Control to 10 or highest setting which gives a
reasonably steady course. note the mean course actually steered.
Then set the Rudder Control to i. lf tlre mean course steeredalters adjust Trim Control to regain course. Resetthe Rudder Control to 5.
T h e a m o u n t o f T r i m s e t t i n gr e q u i r e di s l i k e l y t o v a r y w i t h a l t e r a t i o n s
in speed and/or relativewind speedand direction.
J.
SENSITIVITY
Adjust the Sensitivity Setting to reduce yawing. With a low setting
the craft may yaw to some degree but battery consumption will be
reduced.
TO ALTER COURSE.
Reset the Course Setter to new course to be steered.lt is not necess€ryto
switch off the pilot when altering course. (lt should be noted that for a
coursealteration of more than 180o, the autopilot will apply rudder to
turn in the most direct direction towards the narv course).
Reassess
Trim Setting.
41
O V E R S E A SD I S T R I B U T I O N& S E R V I C E
9.5
9.6
o7
TO STEER BY REMOTE STEERING CONTROL {IF FITTED}.
Depressthe switch on the Remote SteeringControl Handle and maintaining the pres$ire, turn the Control Knob for the required amount of
rudder. All controls except Trim on the Control Unit are inoperative
while the Remote Steering Control Switch is depressed.
When the R.S.C. switch is released,the craft will regain the course set on
'Hold
the control unit. lf a
O n ' s r u i t c h i s f i t t e d t h e R . S . C . ,i s o p e r a t i v e
whenever this switch is in the ON position.
O P E R A T I N GT H E C R A S H S W I T C H ( I F F I T T E D I .
Push the CrashSwitch Push Button. This will switch OFF the Autopilot
and disengagethe drive unit from the steering gear. To reset and steer by
autopilot,switch OFF at the Control Unit. Then switch ON at the Control
U n i t a n d t h e c r a f t w i l l t h e n r e g a i nt h e c o u r s es e t .
O P E R A T I N GT H E W I N D V A N E S T E E R I N GU N I T ( I F F I T T E D ) .
1.
2.
S w i t c h i n g f r o m C o m p a s st o W i n d .
N o t e t h e a n g l e o n t h e b o w o f R e l a t i v eW i n d t h a t t h e c r a f t i s r e q u i r e d t o s t e e r .P u t t h e T r i m C o n t r o l t o 0 . S e t t h e S w i t c h U n i t t o
W i n d a n d i m m e d i a t e l y s e t t h e c o u r s es e t t e rt o t h e a n g l eo n t h e b o w
o f t h e R e l a t i v eW i n d . ( S e eF i g u r e2 6 ) .
The Sensitivity Setting should be left set to the setting determined
f o r t h e p r e v a i l i n gc o n d i t i o n sa s i n 9 . 3 . 4 .
T h e D e l a y s e t t i n g s h o u l d b e a d j u s t e d t o d a m p f l u c t u a t i o n so f t h e
W i n d V a n e d u e t o s m a l l c h a n g e si n w i n d d i r e c t i o n , b e a r i n gi n m i n d
t h a t t h e h i g h e r t h e d e l a y s e t t i n g ( c l o c k w i s e )t h e m o r e b a t t e r y c o n sumption is reduced. No change in Rudder setting should be
necessary.
S w i t c h i n gf r o m W i n d t o C o m p a s s .
N o t e t h e C o m p a s sc o u r s e r e q u i r e dt o s t e e r .S e t t h e S w i t c h U n i t t o
Compass and immediately set the Course Setter for the course
r e o ui r e d .
R e a d j u s tt h e C o n t r o l S e t t i n g sa s i n 9 . 3 .
B E L G I U MH
, O L L A N D , ObservatorWatersport,Paradiislaan141A, Rottordarn
Hofland. Tef: O1O11 15 20 Telex:.22475.
LUXEMBOURG
FRANCE-ATLANTIC
& CHANNEL COAST
S.E.l.M.l.,32 Ouei De La Douane.Port Do Commercr,
29 20O Brest Tel: 80 08 97 Telel<:74531
FRANCE_SOUTH
& MONACO
S.A,R.L.
MarineServicesM6diterran6ens
8 Bis Boulward D'Aguillon, 06 6fi) Antibes, France
Tel: (93) 3423a7lAA felext 47729.
WESTGERMANY
Teilfeld1-3,2 Hamburg11.
H,U. Pillekamp,
Tel: Hamburgg1l-36 75 35 & 36 76 13.
,ii',,*l'il3,i1?i,"rinl.ftt"d?t6:3r11
rrALy&yucosLAvrASSiTf
SPAIN,BALEARICS&
CANARY ISLES
87, Madrid 16.
Navymaq,Av, del Generalisimo
fe/: 279 74 10, 27O29 07. Tetex: 22524 lmw
MALTA
Camper& Nicholson(Maltal Ltd,.
49 Royal Court. Abate RigourdSt.
Ta'xbiex Yachtquay. Tel: 35€|i19.35840, 37450
NORWAY
22, Odo 1
ReidarA. Berg,Hegdetraug*eien
Tel: 46 57 64 - 60 59 54 Telex: 16906
SWEDEN
A.B. HermanGotthardt, Fack.$20O 40 Malrno8,
Sweden Telex: 17429.
DENMARK
EFTF S/A, 48 Esplanaden,
Blankensteiners
K. Tel: 01-11 28 15.
DR-1263,Copenhagen.
Telex: 19038 StorosDK.
FINLAND
Siftafa Y&hts, Tierankatu A, 2O52O,Turku 52.
Tel 921-371777 Telex: 62330 VenesSF.
AUSTRALIA
Electric Motors, 131 Gipp's St,
Lobaschar's
Collingwood,3066. Victoria Tel: 4l'7166
REPUBLICOF
SOUTHAFRICA
Southern Ocean Marine ServiceslPty.) Ltd.,
P.O. 8ox 80, MaydonWharf, Natal, and at
Durban.
803 Msritime House,Esplanade,
Tel:67871
CHANNEL ISLANDS
(EXCEPTJERSEY}
Channel lsland Boat Services,North E:planado,
St. Petor Port, Guernsey. Tel: 23228'
IntornationalYachting Inc', Athsns ToranrA,
Athens 6tO. Telt 7i7.@,52 & 777'163.
Telex: 214303Mark GR.
GREECE
GIBRALTAR
E.
K.U.R. Co. Ltd., 10 Carrera'sPassage,
-Gibraltar. Tel:'7 1839 Telex: GK 259.
N E C OM A R I N EL I M I T E D
42
Welton Road, Eastern Ro!d, Cqhan, Hentr' P()6^-lSiZ',
Tda: 86149'
England. Tct: Ccham (O7O18l 70988
(Rcgbt.r.d Offhel.
Rcg. No. lffi.2141 Engfmd.
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5 Positions
4 Positions
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PARTS LIST
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Bearing
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DRIVE SHAFT ASSEMBLY
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Fig 2
M E C T I A N I C A LD R M
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3B2A
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