COURSEMASTER CM800i User guide

COURSEMASTER
AUTOPILOTS
A
ustralia's world leader in autopilot technolo
gy
CM800iSYSTEM MANUAL
02-09

CM800iSYSTEM MANUAL
Your Coursemaster CM800iautopilot system is engineered for
accurate and reliable steering. But remember that it cannot keep a
lookout.
SAFE NAVIGATION IS ALWAYS YOUR
RESPONSIBILITY.
COURSEMASTER AUTOPILOTS PTY LTD.
2/66 LOWER GIBBES STREET,
CHATSWOOD NSW. AUSTRALIA 2067
ABN 25 001 306 369
Phone [phone]
Fax [phone]
E-mail: [email protected]
Website: www.coursemaster.com
02-09

THE CM800iSYSTEM
The ‘intelligent’ CM800 autopilot system may use CM800ior CM850i
controllers in combination with a CM840 or CM841 Junction Box. This
manual describes the use of each configuration and some details may
therefore not apply to your particular system. It is possible also to upgrade
an earlier CM800 system to the latest version simply by fitting a new
software chip. Apart from the labels on the Control Heads, such a system
will operate as described in this manual. Suitable software is Version 2.12
for standard rudder drives, or Version 2.13 for solenoid steering.
Copyright 2004-2009. This manual, the mechanical and electronic design of the
CM800 autopilot system and its associated software are protected by copyright.
Unauthorised copying may result in prosecution.

QUICK START
•Install and check the system as described in Chapter 3.
•Press the STANDBY key to turn the system on.
•Follow the on-screen instructions to carry out the initial setup
•Press the STANDBY and PILOT keys together to turn off.
•Steer to the desired course and press PILOT.
•Use the course knob and/or arrow keys to change or trim the
course.
•To steer a course set by a GPS system, press NAV.
•Use the MODE key for access to alternate displays. Hold the
MODE key for 2 seconds to display the menu options.
•Hold the PILOT key down for two seconds to activate the DODGE
function. Use the arrow keys to dodge.
•Hold the PILOT key down for three seconds to activate the
autotack function.

CM800iSYSTEM MANUAL
CONTENTS
1. SYSTEM DESCRIPTION
1.1 Introduction to autopilots 1-1
1.1.1 The Reference Course 1-2
1.1.2 Steering Control 1-2
1.1.3 Power Steering 1-4
1.1.4 Options 1-4
1.1.5 Working with other Equipment 1-5
1.2 The CM800i System 1-6
1.3 Optional attachments 1-8
2. OPERATING INSTRUCTIONS
2.1 The Control Panel 2-1
2.2 Getting Started 2-2
2.2 Normal Operation 2-5
Switching on
Switching off
Adjusting the course
Dodge
Autotack
Auto Navigation
Remote steering
Wind Vane steering
2.4 The Mode key 2-9
Sea state
Rudder factor
Navigation display
2.5 Program Menus 2-11
2.6 Alarms 2-17
2.7 Recommended Settings 2-18

CONTENTS
3. INSTALLATION
Step-by-step Summary 3-1
3.1 Junction Box 3-2
3.2 Controller 3-4
3.3 Compass options 3-5
3.4 Rudder Transducer 3-7
3.5 Attachments 3-8
3.5.1 Remote Steering 3-8
3.5.2 Rate Gyro 3-9
3.5.3 Second Controller 3-9
3.5.4 Rudder Angle Indicator 3-10
3.5.5 Remote Alarm 3-10
3.5.6 NMEA Interfaces 3-10
3.6 Steering Drive 3-11
3.6.1 Chain driven mechanical 3-12
3.6.2 Solenoid-controlled hydraulics 3-14
3.6.3 Hydraulic System with Reversing Pump 3-14
3.6.4 Hydraulic linear drive 3-18
4. TROUBLE-SHOOTING
4.1 General 4-1
4.2 Error messages 4-1
4.3 Other faults 4-3
4.4 Fuses 4-4
5. SYSTEM SPECIFICATIONS 5-1
6. MAINTENANCE AND WARRANTY 6-1

CHAPTER 1 SYSTEM DESCRIPTION
1.1 INTRODUCTION TO AUTOPILOTS
The main function of a marine autopilot is to hold the heading of a vessel on a
reference course which is held in the memory of the autopilot. When it is operating, the
autopilot continuously compares the vessel’s heading with a reference course, and if
they are different, it applies helm to bring the vessel back on course. Since there has to
be a compromise between the accuracy of course holding and the activity of the
rudder, the autopilot has controls which let the user set the balance between these two
factors.
The four basic components of an autopilot are a compass, an electronic control box, a
rudder angle sensor (transducer) and the steering drive. See Fig 1.1. In a CM800i
system, the electronics are housed in two cases - a Junction Box containing most of
the system and a Controller (Control Head), which is mounted near the steering station.
RUDDER
STEERING DRIVE
RUDDER STEM
CONTROL
POWER
TRANSDUCER
COMPASS
Figure 1.1 Basic components of a marine autopilot.

System Description 1-2
Modern autopilots perform other functions as well and this introduction explains how
these fit in with the basic function and how they provide a wider range of options for the
user.
1.1.1 THE REFERENCE COURSE
When the autopilot is first turned on, it rests in an idle (STANDBY) state in which it
displays the heading, but does not steer the vessel. It is activated by switching it into
the PILOT state. At the moment this is done, the current heading is put into memory as
the reference course and the autopilot starts steering to hold the heading on this
reference course. The user can change the reference course at any time and the
heading will swing round to match the new course.
There are two other ways of setting the reference course. If the autopilot is connected
to a GPS navigation receiver, the heading is then controlled to place the vessel on a
direct track between the origin waypoint and the next waypoint. The third option may
be used on yachts fitted with a compatible wind instrument. In this case, the reference
course adjusts itself to maintain a constant apparent angle to the wind.
1.1.2 STEERING CONTROL
When the vessel swings off course or the reference course is changed, the autopilot
should apply helm in a way which brings the vessel onto course quickly, but without
overshooting the reference course. The correct rudder angle depends on the amount
of the error, the speed of the vessel, its size and the effectiveness of its rudder.
Automatic Tuning
In an auto-tuning autopilot, such as the CM800i system, this choice of the appropriate
rudder correction is made automatically. The autopilot uses data about the type of
vessel, which is entered during the set-up operation. Then, as the vessel travels, the
autopilot continuously monitors the accuracy of course holding and the level of rudder
activity. It then chooses internal settings which achieve the best compromise between
these two measures of performance. These is also an option to operate in a manual
tuning mode, in which case, the following comments apply.

System Description 1-3
Rudder Factor (Manual)
The sensitivity or RUDDER FACTOR sets how many degrees of helm are applied for a
given course error. A mid-range rudder factor setting applies half a degree of helm for
each degree off course. In large or slow vessels it would be more and in light, fast
boats it may be less.
Setting the rudder factor too high causes oversteering or ‘snaking’ as illustrated in Fig
1.2. Too low a setting causes understeer and a sluggish response. Fortunately, most
vessels tolerate a range of settings and still steer well.
UNDERSTEER
REFERENCE
COURSE
OVERSTEER
Figure 1.2. Illustration of oversteer if the rudder factor is set too high and understeer if
it is set too low.
Sea State (Manual)
The SEA STATE setting is influenced by the sea conditions and the weight of the
vessel. The NORMAL applies helm in proportion to the course error and the rate of
turn. The ROUGH mode is used when the vessel rolls and yaws in a heavy sea.
Rudder activity is quietened down by not reacting to small heading shifts, but full
control is applied as the shift becomes larger. The rate of turn component in the helm
correction is adjustable and is important for vessels whose helm response is slow
and/or continue to turn for some time after helm is removed. When there is a turn-rate
(or counter rudder) component, normal helm is applied to start the vessel turning. As
the turn rate builds up, the helm is backed off. When the vessel is close to the
reference course, reverse helm or counter-rudder is applied to stop the turn.

System Description 1-4
The action of the rate or counter-rudder during a turn is illustrated in Fig 1.3.
Generally, when the rate component is increased, vessels hold a course better but
react to changes in the reference course more slowly. Counter-rudder also improves
control for most vessels operating in a following sea.
REFERENCE
COURSE
NORMAL RUDDER
NEUTRAL RUDDER
COUNTER RUDDER
Figure 1.3 Rudder action during a turn in the RATE mode.
Autotrim
Vessels often show a steering bias or offset, which can be due to weather, propeller
torque or towing a load off-centre. The autopilot responds to this by progressively
trimming the centre position of the rudder until the average heading of the vessel
equals the reference course.
1.1.3 POWER STEERING
Since the autopilot controls a power steering system, options are available to use this
to steer the vessel by hand while away from the main wheel. This can be done by a
hand-held device on a cable or a permanently mounted second steering station.
1.1.4 OPTIONS
An autopilot commonly uses a fluxgate compass for its heading measurement. Such
compasses, though effective, suffer from acceleration errors and a very effective way
to reduce these errors is to combine a fluxgate with a rate-of-turn gyro. A further
option is to fit a pickup device (slave) on the ship’s compass and take advantage of its
dynamic performance and the fact that it has been magnetically compensated.
Alternatively, this autopilot may take its heading in digital form from a ship’s gyro or