NASA Marine Cruiser Log Guide

NASA MARINE Ltd.
BOULTON ROAD
STEVENAGE
HERTS SG1 4QG
ENGLAND
[phone]
MARINE INSTRUMENTS
Cruiser
INSTALLTATION AND
CONTEMPORARY STYLED INSTRUMENTS
FOR CABIN OR COCKPIT MOUNTING
USER INSTRUCTIONS
for
LOG, DEPTH
&
COMPASS
RoHS
2002/95/EC
Papago Steel grey

1
1: INTRODUCTION
Cruiser instruments are designed to operate from a 12 volt battery supply and
are supplied complete with sensors, displays and display mounting kits.
Prior to unpacking this instrument read and fully understand the
installation instructions. Only proceed with the installation if you are
competent to do so. Nasa Marine Ltd. will not accept any responsibility for
injury or damage caused by, during or as a result of the installation of this
product. Any piece of equipment can fail due to a number of causes. Do not
install this equipment if it is the only source of information and its failure could
result in injury or death. Instead return the instrument to your retailer for full
credit. Remember this equipment is an aid to navigation and not a substitute
for proper seamanship. This instrument is used at your own risk, use it
prudently and check its operation from tine to time against other data. Inspect
the installation from time to time and seek advice if any part thereof is not
fully seaworthy.
The surface of cruiser has an acrylic finish chemically bonded to a tough
plastic. To keep it looking good clean only with a damp cloth. Do not use
abrasive cleaners or solvents.
INSTALLING THE DISPLAY
2:
Cruiser instruments are waterproof when panel mounted and are designed
for open cockpit mounting.
Select a convenient position for the display on a panel or bulk head.
The site must be flat and the cavity behind the panel must remain dry at all times.
(The cable entry boss is not sealed to allow free passage of air to and from the
unit. This prevents misting of the display.)
The positions for the fixing holes can be marked on the panel using the drill tem-
plate which is an integral part of the packing carton. Before drilling check that
there is sufficient space behind the panel to route the cables and to allow access
to tighten up the wing fixing nuts.
Drill the five holes and check that the unit fits. It may be wise to connect the
cables before finally fixing the unit in position.
A sponge rubber seal is provided which should be fitted into the slot in the back
of the instrument.
Fit the instrument into the panel and tighten up the four wing nuts finger tight only.
It is important that the sponge rubber seal makes good contact with the panel or
water may get behind the unit and enter the cavity behind the panel.

2
INSTALLING THE TRANSDUCER
ECHO SOUNDER
3:
3:1
The transducer can be mounted in one of three ways:
(a) The transducer face can be bonded directly to the inside of the hull.
(some energy is lost to the hull but the loss in performance is, for
most G.R.P hulls, hardly noticeable).
(b) A through hull mount is available from your dealer or direct from
www.nasamarine.com.
(c) The transducer can be positioned inside a GRP hull by means of an In Hull
Transducer kit available from your dealer or direct from www.nasamarine.com
This method of installation has the dual advantage that no hole is made in the
vessels hull and that the echo sounder and transducer can easily be removed for
examination or installation elsewhere. It should be mentioned however, that
although the accuracy will in no way be affected by installing the transducer
inside the hull, the maximum range sensitivity may be reduced, depending on the
thickness and quality of the glass fibre. The In Hull Kit is available direct from
NASA Marine or your local chandler. Whichever is selected the best location still
has to be found.
Select a position below the water level where the transducer will point substanti-
ally towards the sea bed and where the transducer and cable are kept well
clear of interference generating equipment. This position should be well clear of
large masses of bubbles or cavitation which would disrupt the signal.
To test the suitability of the location, press a little sticky chewing gum on the
surface of the transducer and stick it down to the inside of the hull (remove dirt
and oily residue first). The unit can then be tested. If the location is satisfactory
the chewing gum can be removed, and the transducer mounted using one of
the methods described previously. (Note: Do NOT shorten the transducer cable).
It is important that the face of the transducer is thoroughly bonded down to the
hull. A single air bubble will cause a considerable loss in performance.
The transducer and the place of mounting must be kept entirely free of any
antifouling compound as this can also effect the performance of the unit.

3
External electrical interference is characterised by persistent, random numbers
on the display which obscure the truth depth reading on the depth sounder.
This is caused by large amplitude voltage “spikes” generally associated with the
engine’s alternator and/or ignition system which has not been properly sup-
pressed. These “spikes” may find their way into the sensitive amplifier section
of the depth sounder in two ways:
(a) Through the craft’s common power supply or
(b) Through direct radiation from the source or interference.
To reduce the possibility of induced interference from the engine’s generator
and/or ignition system choose a position as far away from the engine as
possible and run the cable from the transducer as far as practicable from the
engine. Do NOT cut the transducer cable, but stow excess away from any possible
source of electrical interference.
3:3 CONNECTING THE DISPLAY
Connect the black wire to the negative supply and the red wire to the positive via
a 1/4 amp fuse. The red wire of the alarm is also connected to the positive
supply whilst the black wire connects to the green wire from the display unit.
The alarm is not watertight and must be mounted in a protected position. Plug
the transducer into the socket on the display unit.
3:4 SOUNDER OPERATION
Various operational parameters need to be set into the memory prior to use to
get the best from your Cruiser depth sounder. Once set, these parameters are
permanent and are not likely to require adjustment.
Most depth sounders measure the depth below the transducer. It is often more
convenient to display the depth below the keel. A facility has been included
where the vertical distance between the transducer face and the bottom of the
keel (the keel offset) can be programmed into the unit. The unit then reads the
true depth below the keel. (On delivery the keel offset is zero so the unit will read
the depth below transducer).
BACK LIGHT:
A quick press of the ENTER key will turn on the back light. A further quick press
of the ENTER key will turn the back light off.
3:2 NOTES ON ELECTRICAL INTERFACE

4
TO SET THE KEEL OFFSET
Put the unit into engineering mode. (This is achieved by turning off the power
supply to the unit and turning the power back on whilst the ENTER key is
depressed). The word ‘ENG’ will appear until the ENTER key is released.
Now use the up and down keys to enter the required keel offset. A long
press on the ENTER key will return to normal echo sounder operation.
SELECTING THE OPERATING UNITS (FEET OR METRES)
Put the unit into engineering mode (see above). A short press on the ENTER
key will swap the units from feet to metres. A long press on the ENTER key will
return to normal echo sounder operation.
SETTING THE SENSITIVITY THRESHOLD
Echoes received from near objects will clearly be larger than from more distant
objects. Echoes from keels or turbulence under the boat may be substantially
greater than echoes from the sea-bed and may cause the sounder to alternate
between the sea-bed and something more local. To overcome this problem, the
Cruiser sounder is fitted with variable swept gain. This reduces the sensitivity for
local objects, progressively increasing the sensitivity as depth increases. The
point at which the gain starts to rise is called the sensitivity threshold. The
sensitivity of the unit at depths below the sensitivity threshold will be
considerably reduced whilst above the sensitivity threshold the unit repidly
becomes more sensitive with increasing depth.
The sensitivity threshold is factory enter to 0.0 metres. To view the sensitivity
threshold press ENTER The value can be altered by using the up and down
keys. The value is then fixed in memory by pressing ENTER.
USING THE ALARMS
The alarm will sound if an echo is received which is shallower than the upper
alarm setting or deeper than the lower alarm setting. To view the setting of the
upper (shallow) alarm, press the up key. Return to sounder by pressing
ENTER. To view the setting of the lower (Deep) alarm, press the down key.
The setting can be altered by using the up and down keys. The new value
is entered and the unit returned to the echo sounder by pressing the ENTER
key. To enable the alarm, press the up and down keys simultaneously. A
‘bell’ symbol will appear to show the alarm is activated. When an alarm
condition is apparent the bell symbol will flash and the audible alarm will sound.
Pressing up and down keys again will disable the alarm. All parameters set
into the unit are held in memory even when the power is removed.

5
4: LOG
INSTALLING THE PADDLE WHEEL UNIT.
IMPORTANT: Read and fully understand the installation instructions and only
proceed if you possess the required skills and correct tools.
WARNING: Always wear safety glasses and a dust mask when installing to
avoid personal injury.
WARNING: Immediately check for leaks when the boat is put back in the
water.
WARNING: The O-rings must be intact and, the lower one,
properly lubricated to make a watertight seal.
CAUTION: Never use solvents or products that contain solvents which could
attack the plastic.
IMPORTANT: The sensor in manufactured from high impact polymer and is
designed for use on the outer skin of a fibre glass hull. Never install the sensor
in a wooden hull, since swelling of the wood could fracture the plastic.
IMPORTANT: Ensure the hull is of constant thickness under the skin fitting
flange so the nut will fit squarely against the hull.
The paddle wheel should be installed at a point in the hull where:-
1/ It is immersed at all attitudes under power or sail.
2/ The blades of the paddle wheel are presented with a smooth flow of
water corresponding to the vessel's speed through the water. On displacement
hulls this is usually about amidships, but on planing hulls it should be as far aft
as possible.
3/ It should be easily accessible in the bilges for cleaning and laying up.
A blanking cap is provided to seal the skin fitting when the paddle wheel is
removed.
4/ It is not vulnerable to damage from unforgiving surfaces such as
trailers and lifting slings.
Once a suitable location has been selected, with the boat out of the water, drill
a 42mm hole perpendicular to the hull from the outside of the boat. Now sand
and clean the hole, inside and outside, to ensure the sealant will properly
bond to the hull.

6
4:2 CONNECTING THE DISPLAY
Connect the black wire to the negative supply and the red wire to the positive
via a 1/4 amp fuse. Plug the paddle wheel unit into the socket on the
display unit.
4:3 LOG OPERATION
When switched on the display will momentarily display the total distance and
then revert to reading speed. The speed is shown in nautical miles per hour
and is reliable up to 25.0 knots. (At higher speeds cavitation around the
paddle wheel may reduce accuracy).
A short press of the SPEED key will turn the backlight on and off.
Using a proprietary brand of marine silicone sealant, apply about 2mm of
sealant around the skin fitting flange where it contacts the hull and also up the
sidewall to a distance 3mm higher than the combined thickness of the hull and
the securing nut. This will ensure there is sealant in the threads to seal the hull
and to hold the nut securely in place. The nut has a groove on its underside
which should also be filled with silicone. From the outside of the hull, push the
housing into the mounting hole using a twisting motion to squeeze out excess
sealant. With someone outside holding the skin fitting in position, from the
inside apply a 2mm thick layer of sealant around the hole equal to the
diameter of the securing nut. Carefully tighten down the nut taking care not to
over tighten it, just over finger tight is enough.
Carefully remove all surplus sealant from the inside and outside of the hull and
leave until the sealant has cured. It is recommended that the area around the
skin fitting is thoroughly cleaned and the whole assembly be fibre glassed into
the hull as shown in fig 2. ensuring that the top 20mm of thread remains free of
sealant.
Figure 2 - Paddle Housing Installation (Sectioned view)
HULL
20mm
MINIMUM
SECURING
NUT
SILICONE
SEALANT
Housing
G.R.P.
42mm
Hole for paddle wheel unit
NOT TO SCALE

7
A short press of the TRIP key will display the Trip distance. To reset the trip to
zero first select trip by pressing the TRIP key. When the trip distance is shown
press and hold the TRIP key until the display shows ’F’. The trip is then reset
to
zero. The trip distance is shown in tenths of nautical miles up to 99.9nm and in
single miles up to 999nm thereafter.
A short press of the TOTAL key will display the total distance. The unit will
display the total distance travelled to 999 nautical miles. This counter cannot
be reset.
A long press of the SPEED key will return to the speed display
CALIBRATION
The calibration is preset in the factory. The type of hull and the position of the
paddlewheel may affect the performence of the unit. If the log under or over
reads then the calibration factor can be adjusted to compensate.
Enter the Engineering mode by first turning off the power supply to the
instrument. Press and hold the SPEED key whilst the power supply is turned
back on. The word ENG will appear on the display. Press either the TRIP or
TOTAL keys to display the calibration setting. This is normally 100(%) when it
leaves the factory. Press TRIP to increase or TOTAL to decrease the number.
Each press will increment or decrement the number by 1%. When the desired
calibration factor is attained a long press of the SPEED key will return the unit
to normal operation. Both speed and distance are calibrated simultaneously.
The calibration factor is stored in a non-volatile memory and is retained when
power is off.

8
ENTER
5: COMPASS
5:1 INSTALLING THE SENSOR.
The sensor measures the direction of the Earth’s weak magnetic field, and so is
sensitive to other magnetic fields which can affect the unit’s accuracy. It should
therefore be positioned carefully. Select a position as far as possible away from
large ferrous objects such as engines, and items such as DC motors or loud-
speakers which have powerful permanent magnets in them. Check also for small
ferrous objects close to the mounting location such as screws, nails, hinges etc.
These can become magnetised and cause errors. When a likely location has
been found, a check for reasonable accuracy can be made with a hand bearing
compass to confirm its suitability.
The magnetic sensor itself is gimballed within the housing. To accommodate
pitch and roll motions most effectively, mount the sensor as near to horizontal as
possible. For best performance in rough weather conditions, it is also advisable
to mount the sensor in a position (usually amidships) that minimises lateral
accelerations due to pitch and roll. Avoid mounting the sensor high above the
water line because doing so also increases pitch and roll accelerations. The sen-
sor is waterproof to CFR-46 standard. Ensure the sensor does not become sub-
merged.
Position the sensor and mark and drill pilot holes for the mounting screws to
allow the sensor to be rotated to align it exactly with the vessel’s axis. Now
mount the sensor carefully in position using non-magnetic screws. The rotational
position of the sensor should be chosen to ensure that the arrow points as close
as possible fore-and-aft.
5:2 CONNECTING THE DISPLAY
Figure 1
ENTER
Cruiser
COMPASS
ALARM
BLEEPER

9
5:3 COMPASS OPERATION
When power is applied to the Cruiser Compass, it executes a comprehensive
internal test routine. It then displays the heading. When first powered up, the dis-
played heading may not be correct until the compass alignment is done. A typic-
al display is shown on Figure 2.
SWITCHING THE BACKLIGHTING
Backlighting is provided to allow the unit to be seen at night. The backlighting is
switched on and off by a single press of ENTER.
Figure 2 - Normal operation display
CHANGING THE DAMPING
ASSISTED STEERING
Assisted steering means using the Cruiser Compass to show errors from a cho-
sen heading, and the direction to steer to bring the vessel back to the chosen
heading, which is marked by the lubber line at all times.
When the vessel’s heading is within the pre-set error limits, the dead-ahead indic-
ator is lit to show that all is well (see Figure 3), and no steering adjustment is
required. This is the display when assisted steering is started.
MAG.
O
MAG.
O
Magnetic
heading
shown
Switch
Backlighting
Heading
263 degrees
ENTER
MAG.
O
MAG.
O
Magnetic
heading
shown
Switch
Backlighting
Heading
263 degrees
ENTER
Cruiser
COMPASS
When the vessel is affected by rapid variations of heading in rough seas, a
more heavily damped display can be selected instead of the normal lightly
damped display. Press ENTER and DOWN together to switch between heavily
and lightly damped modes. The display shows “L” (for Light damping), “A” (for
Average damping), or “H” (for Heavy damping) for two seconds after the keys
are released to indicate which mode has been selected. Successive presses of
the two keys switches between the three damping settings.

10
Figure 3 - Dead-ahead indication.
Steering chevrons light whenever the heading error is greater than 3 . As the
error builds up, more steering chevrons are lit to indicate the increasing strength
of steering needed to correct the heading error. Three are shown on Figure 4a.
If the error exceeds 21, the central chevrons clear in sequence to indicate how
far “off the scale” the steering correction is needed. 30 of error are shown on
Figure 4b.
Figure 4a & 4b - Three and ten-chevron Steering indications
If the error increases beyond 180 , the error display reverses to show that the
shortest route back to the desired heading is now using the opposite tiller.
SETTING THE DESIRED HEADING
0
0
0
0
MAG.
O
TRUE
O
COMPASS
ENTER
Lubber Line
Dead-ahead,
within error setting,
MAG.
O
TRUE
O
ENTER
MAG.
O
TRUE
O
ENTER
COMPASS
COMPASSCOMPASS
COMPASS
Cruiser
Cruiser
Cruiser
Bring the Vessel to the desired heading, and press ENTER and UP together to
log that heading. The display changes as shown on Figure 3. The logged
heading is the heading shown when the ENTER and UP buttons are FIRST
pressed.
The dead-ahead symbol indicates that the vessel’s heading is within the error
setting.

11
SWITCHING ASSISTED STEERING OFF
At any time, while Assisted Steering is operating, pressing up and down
together switches it off.
HEADING ALARM
When Assisted Steering is in operation, an alarm can be set to sound whenever
the heading exceeds a pre-set amount from a chosen heading. The chosen
heading is the heading logged when assisted steering was selected. Alarm ope-
ration is inhibited when Assisted Steering is off. The alarm, when set, sounds
whenever the heading is at or outside the alarm setting to port or starboard.
FIGURE 5 - Alarm Boundaries set at +/-9
The alarm setting can be altered at any time during normal operation by pressing
up to increase its value, or down to decrease it. The alarm boundaries are
shown by the steering chevrons, as shown on Figure 5, for two seconds when
the key is released, whereupon the display returns to the normal steering display.
SETTING OR STOPPING THE ALARM
During assisted steering, press up to switch the alarm on and down to switch
it off. The bell symbol shows when the alarm is on.
Whenever the alarm is on, and the heading during assisted steering is outside
the boundaries set at the desired heading, the alarm sounds, and the bell symbol
flashes.
ENGINEERING
Engineering settings means those adjustments which seldom need changing,
but which affect how the unit operates. The settings (as are all those which can
be selected in normal operation too) are stored even when power is disconnect-
ed. There are three operating characteristics which can be set in Engineering:
Magnetic or True heading display; Magnetic Variation; and Compass error
(deviation) compensation settings.
ENTER
COMPASS
o
Cruiser

12
Engineering mode is entered by holding down the ENTER button while turning
on the power. The Engineering mode displays “En” (for Engineering) for two
seconds when the button is released. When the two seconds is up, the Magnetic
variation is shown in degrees. The present set-up is shown as “MAG.” (for mag-
netic readings) or “TRUE” (for true readings). Note that the magnetic variation
affects only true readings, and need not be corrected as described below if mag-
netic bearing readings are required.
Any of the following settings can be done when in Engineering. If more than one
different setting is to be done, it is necessary only to return via the “En” display
between different adjustments or settings, as described below.
ADJUSTING MAGNETIC VARIATION
The Earth’s magnetic variation varies from year to year, and from place to place.
The appropriate variation value can be found by reference to Almanacs, maps,
or charts. The variation is the offset of magnetic North from true North. If the
Magnetic North (the variation) is West of true North, enter it as a positive number.
Conversely, if it is quoted as East of true North, enter a negative variation value.
If not already in Engineering (”En” displayed) hold down the ENTER button while
turning on the power to put the unit into the Engineering mode. The display
shows “En” (for Engineering) for two seconds. The display then changes as
shown in Figure 6 to show the stored magnetic variation and whether the unit is
operating in Magnetic or true modes (Figure 6 shows Magnetic operation, and
an Eastward variation of 6.3 ).
FIGURE 6 - Magnetic Variation Display
Positive numbers represent Westward variations, and negative numbers (as shown
on Figure 6) represent Eastward variations. Each press of up or down alters
the stored variation in steps of 0.1 .If the total variation is greater than + 9.9 , the
fractional part of the angle is altered, but cannot be shown.
0
ENTER
COMPASS
o
ENTER
COMPASS
o
MAG.
o
o
Cruiser

Press up or down to change the stored variation value to the correct
value. Note that changing the magnetic variation has no effect on the
accuracy of the compass’s compensation (see page 7).
If it is desired to end Engineering adjustments, press ENTER to return to
normal heading indication, using the revised magnetic variation value.
MAGNETIC OR TRUE READOUT
If not already in Engineering (”En” displayed), hold down the ENTER button
while turning on the power to put the unit into Engineering mode.
Press ENTER and up together to switch between Magnetic and True
display of the compass readings. When True is selected “TRUE” is displayed,
and the variation shown is used to correct the readings made by the sensor.
When Magnetic is selected, “MAG.” is displayed as shown on Figure 6. In
Magnetic indication mode the variation value is ignored.
If it is desired to end Engineering adjustments, press ENTER to return to
normal heading indication.
13
COMPASS ERROR CORRECTIONS
In common with all magnetic compasses, the presence of magnetic objects in
the vessel can distort the earth’s magnetic field nearby, and affect the accuracy
of the detection of magnetic North, and the accuracy of readings at other
points of the compass. The errors are known as compass deviations. However,
compensation at these other points of the compass is seldom necessary if a
good position for the sensor head has been chosen which has no field
distortion by external magnetic objects.
Note that it is not necessary to do all the settings in sequence as described. If
the error at a particular angle is known to be negligible, there is no need to
align the vessel and log the compensation at that position. Additional
corrections can be added at different visits if a convenient alignment is
achieved.
HEADING ADJUSTMENT
It is important that the sensor is aligned with the vessel and reads North (0°)
when the vessel is pointing North. This should be verified before doing any
error corrections as described later. If the display does not correctly show the
0° heading, the sensor unit must be rotated slightly to bring it into alignment.
Slacken the sensor unit’s mounting screws sufficiently to allow the unit to be
turned, and rotate it until the display shows the known heading. Then re-tighten
the sensor unit’s mounting screws to lock the compass calibration at that
position

14
SETTING THE COMPASS COMPENSATION VALUES
It is important to decide before setting the compass compensation how the
alignment of the vessel is to be achieved. If a hand bearing reference compass
is to be used, set the unit to display Magnetic. If maps or chart references are
to be used, set the unit to display True, and ensure that the magnetic variation
is correctly set (see above). It is important that the correct magnetic variation is
set before doing the compass setting, because the magnetic variation is
always allowed for before the true heading is displayed.
Compass errors can be compensated as follows:
1.
2.
3.
4.
5.
Put the unit into the Engineering mode as described in SELECTING
ENGINEERING MODE above. Then put the unit into compensation mode by
pressing UP and DOWN together. The first display is 45°, representing
North-East. Bring the vessel to 45° bearing and wait at least 10 seconds for
the sensor value to settle. Press ENTER to log the bearing. “At” is displayed
to indicate that the value is logged.
Press INC again to move the indicated bearing to the next bearing, and
repeat the process at each 45° step until the 315° bearing has been logged.
When all the errors have been logged, press UP and DOWN together to
return to Engineering mode.
To exit Engineering press ENTER
As a final test, the vessel can be swung to confirm that the compass is
operating satisfactorily with all errors correctly compensated.
These errors can be compensated automatically in the Target/Cruiser Compass
if the vessel can be pointed accurately in particular directions by reference to
known geographical features. Compensation is done by logging the actual
readings when the vessel is correctly aligned at the principal directions 45°
(North-East), 90° (East), 135° (South-East), and so on. The logging is done
automatically, with the compensations calculated and permanently stored in
the unit’s memory. In normal operation of the compass, corrections at
intermediate angles are in proportion to the compensation values logged at the
eight principal directions.
CLEARING THE COMPASS COMPENSATION VALUES
If it is desired to return all the compensation values to the factory defaults, put
the unit into the Engineering mode as described in SELECTING ENGINEERING
MODE above. Press ENTER, UP, and DOWN together (this three-key
requirement is to ensure that the clear is not done by accident). The word “clr”
is displayed for two seconds to indicate that all the factory compensation
settings have been restored.

15
Note that it is not necessary to do all the settings in sequence as described. If
the error at a particular angle is known to be negligible, there is no need to align
the vessel and log the compensation at that position. Additional corrections can
be added at different visits if a convenient alignment is achieved.

IMPORTANT READ THIS BEFORE
UNPACKING INSTRUMENT
LIMITED WARRANTY
Prior to unpacking this instrument read and fully understand the installation instructions.
Only proceed with the installation if you are competent to do so. Nasa Marine Ltd. will
not accept any responsibility for injury or damage caused by, during or as a result of
the installation of this product. Any piece of equipment can fail due to a number of
causes. Do not install this equipment if it is the only source of information and its failure
could result in injury or death. Instead return the instrument to your retailer for full credit.
Remember this equipment is an aid to navigation and not a substitute for proper
seamanship. This instrument is used at your own risk, use it prudently and check its
operation from time to time against other data. Inspect the installation from time to time
and seek advice if any part thereof is not fully seaworthy.
Nasa Marine Ltd. warrants this instrument to be substantially free of defects in both
materials and workmanship for a period of one year from the date of purchase.
Nasa Marine Ltd. will at its discretion repair or replace any components which fail in
normal use within the warranty period. Such repairs or replacements will be made at
no charge to the customer for parts and labour. The customer is however responsible
for transport costs. This warranty excludes failures resulting from abuse, misuse,
accident or unauthorised modifications or repairs. In no event shall Nasa Marine Ltd.
be liable for incidental, special, indirect or consequential damages, whether resulting
from the use, misuse, the inability to correctly use the instrument or from defects in
the instrument. If any of the above terms are unacceptable to you then return the
instrument unopened and unused to your retailer for full credit.
Name
Address
Dealer Name
Address
Date of Purchase
Proof of purchase may be required for warranty claims.
Nasa Marine Ltd.
Boulton Road, Stevenage, Herts SG1 4QG England
EU Declaration of Conformity
This declaration is issued under the sole responsibility of NASA Marine Ltd. This product is in
conformity with the relevant Union harmonisation Legislation. Harmonised standards applied:
EU directive 2014/30/EU (Electromagnetic compatibility) EN60945:2002-08
The original Declaration of Conformity certificate can be requested at [email protected]