Autohelm 4000 User Manual

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Distributed by

Any reference to Raytheon or

RTN in this manual should be

interpreted as Raymarine.

The names Raytheon and RTN

are owned by the

Raytheon Company.

AUTOHELM 4000

Autohelm 4000 is an up-to-the-minute

digital autopilot which shares the same microprocessor technology built into our

biggest and most sophisticated fully installed pilots. It will provide precise powerful steering for sailing yachts up to

13m (42ft)

LOA.

The basic system comprises the main control unit, wheel drive unit and mountinq fittinqs

nde8by ad&ng

Windvane

(Fiq.

2). This can be

any

of the following

0 Radio navigation interface 0 Hand held control unit

Fig.1

WINDVANE

The full system is shown below (Fig. 1)

The system is designed for owner installation which aided by the following guide should prove to be a simple and

interesting job. After fitting the

equipment it is only necessary to make a

single adjustment to the control unit to match the autopilots response to the steering characteristics of your vessel.

Good Sailing!

HAND HELD

MAIN CONTROL UNIT

CONTROL UNIT

(OPTION)

RADIO NAVIGATION

INTERFACE

(OPTION)

INSTALLATION

WHEEL DRIVE UNIT

The wheel drive unit (Fig.2) is attached to the vessel’s wheel using the clamps supplied. To complete the installation it is only necessary to screw the torque

restraint bracket to the pedestal. It has been designed for permanent mounting in the cockpit and requires no

maintenance whatsoever.

A single lever disengages drive for

manual steering.

STEERING SYSTEM The Autohelm 4000 is designed to operate with steering systems having

between 1 and 3.5 turns lock to lock.

Fig.2

WliEEICI.AMPS

Steerinq systems with more than 3.5 turns may

ca&e

impaired steering performance

due to reduced rate of rudder application.

Lost motion in the steering system must not exceed 1% of total movement. This is equivalent to 7.5 degrees of free wheel movement for a system with two turns lock to lock. If lost motion exceeds this level it must be corrected otherwise steering performance will be impaired.

It is recommended that the wheel driv is not used on hydraulic steering systemi Hydraulic slip across the helm pump produces significant lost motion which will impair steering performance.

*-d

ATTACHMENT TO THE WHEEL The drive unit is clamped to the wheel spokes using the bolts and clamps

provided, and may be used on wheels

with 3,5 or 6 spokes (Fig. 3).

Fig.3

AI8

The drive unit must be mounted between the wheel and the pedestal (Fig. 2).

The attachment kit has three romplete sets of clamps to compensate for differing spoke diameters. Marked alongside each clamp is the spoke diameter to which it

relates. The appropriate clamps are simply broken off as required.

The spacers (Fig. 5) must be used when

’

the wheel is dished (Fig. 6) t9 prevent distortion of the drive unit when the fixing bolts are tightened.

Fig.5

SPACER

A holes - 3 and 6 spoke wheels B holes - 5 spoke wheels

For 4 spoke wheels, use a 4.0mm

(5/32irr) drill to open out

iht>

C pilol holrs to gain access to the additional mounting points (Fig. 4). The plastic membrane covering the additional nut inserts is only 1 .Omm (0.040in) thick, and care must be

tnkcn to cns\lrC that the nut inserts ilol ci,~tri,igotl

sol

of tlarnps

spoke is avail,Ue

WIICII drilling

;Irld Ml, lot thr foirp

IIO~TI

your Aulollgltn

AI,

;Itldition~il

arc!

stockist.

CLUTCH LEVER

DRtVE MOTOR/GEARBOX

Fig.6

METAL WHEELS

To attach the drive unit to the wheel:

l Place the drive unit with the clamping

0 Position one spacer at each of the

0 Remove the.wheel and place it on top

l Place the clamps over the spokes and

Fig.7

DISHED WHEEL

face uppermost i.e. drive motor and gearbox tube downwards.

three attachment positions (if the wheel is dished).

of the drive unit making sure the face which is nearest the pedestal is downwards.

lightly tighten the bolts supplied (Fig. 7).

FIXING BOLT

DRIVE UNIT

SPOKE

SPACER (IF REQUIRED)

CLAMP

MOUNTING THE PEDESTAL BRACKET

The pedestal bracket pin should be cut to length to suit the pedestal as follows:

l Replace the wheel and measure the

distance between the backplatc of drive unit and the pedestal (dimension A Fig. 8). If the wheel is slightly bent,

Fig.8

ttre

the distance will change with the wheel position. The smallest distance should! be pin should be cut 11 mm (0.40in)

longer.than dimension A (Fig. 9).

Fig.9

me,asured.

I*..‘!? t ““” )I

The mounting

CUT HERE

l Slide the wheel forward and place the

pin end with the plastic cap in the slot (Fig. 10)

Fig.10

PEDESTAL BRACKET

l Return the wheel to its normal position

and with the pin mid-way in the slot, carefully mark round the bracket to

record its position (Fig. 1 1).

DRIVE UNIT BACK PLATE

SLOT

l Remove the wheel and mark round the

inside of the four holes.

l Drill four 4.0mm (5/32in) diameter

holes with the drill bit supplied (Fig. 12).

Fig.12

l Attach the bracket and lightly tighten

the screws.

l Replace the wheel making sure the pin

locates in the bracket. Turn the wheel to confirm the bracket is correctly positioned. If the wheel is slightly bent, or the wheel drive slightly off centre, the pin will move up and down in the

slot of the backplate. Provided the pin does not reach the end of the slot this movement is acceptable.

l Fully tighten all four screws.

WOODEN WHEELS

A separate attachment kit is available from your Autohelm stockist for use with wooden wheels (Catalogue number

D119).

Remove any burrs and place the plast.*&, cap supplied over the cut end.

CONTROL [JNIT

The control unit (Fig. 13) slots into a permanently mounted socket sited in the cockpit. It contains a gimballed fluxgate compass and therefore has some

restrictions on mounting position.

The control unit should be sited where it can be operated easily from the steering position. It should also be positioned at least 80cm steering compass to avoid deviation of

both compasses.

Deviation of the control unit fluxgate compass is less important since headings are always adjusted by reference to the main steering compass. Nevertheless, deviation should be avoided if possible and thus the control unit should be sited as far away from other magnetic or iron devices as practical.

Having selected the best mounting site, the mounting socket may be secured to a vertical surface using the self tapping screws provided.

Fig.13

(2ft6in)

away from the main

ALTERNATIVE DRIVE UNIT MOUNTING POSITIONS

The fluxgate compass is calibrated to give

correct steering sense when’ the drive motor is facing forward.

If the steering wheel

arlangement

makes installation possible only with the motor facing aft, the motor drive sense will have to be corrected as follows.

Use a screwdriver to rotate the

changeover switch

anti-cl+kwise

until;’

endstop is reached (Fig. 14). Never fot’

the changeover switch, light only is required.

pressud

CABLING AND POWER SUPPLIES

(see Fig. 15)

The four pin

provides a pluggable connection to the power supply and motor drive.

Two terminals of the socket are wired for connection to the 12v power supply, the drive unit cable is connected to the remaining two terminals on

installation.

power supply is not connected to

drive unit terminals. If the 12v supply is accidentally connected to the drive unit connection terminals permanent damage will be caused.

For this reason the pre-wired power

supply cable should not be removed from

the socket.

Before wiring the socket, select its position and drill a Pass the prewired power supply cable through the hole ready for connection to

the battery.

l-l

v+terproof

connector

pre-

It is most important that

22mm

diameter hole.

DRIVE UNIT C

(4.5m (151I)SUPPLIED)

ABI

BATTERY CONNECTION

The power supply cable is pre-wired to the socket and must be connected directly to the vessels electrical distribution panel. It must be independently switched and protected by a 15 amp fuse or current trip, and on no account paralleled into existing wiring for other equipment.

The brown wire of the power supply lead should be connected to positive. If connections are accidently reversed the

Autohelm 4000 will not operate but no

damage will result.

f1g.15

(SUPPLIED)

CAB1.E

CLIP

(SUPPIUED)

12v SUPPLY

(FROM DISTRIBUTION PANEI) (-.‘

FOUR PIN CONTROL CONNECTOR AND CABLE

(SUPPLIED)

,fhttps://manualmachine.com/-c~

\.--.

-.---.-.-.,.~---

CIRCUIT BREAKER AND 15A FUSE

..-

PO*ER

SUPPLY

CABL F (2m (HI)

SUPPLIED

-J

Since the autopilot is microprocessor based it is very important that voltage losses in supply cables are minimised. Supply cables should therefore be as short as possible and of no less size than shown in the following table.

Lead Length

Up to 2.5m (8ft)

-----_-

Up to 4.0m (13ft)

Copper Area

.Smm’

2.5mm’

-_______-

AWG

16 14

To avoid the risk of confusing the power

supply and motor cables the power supply

cabling should be completed before wiring the drive unit.

DRIVE UNIT CONNECTION

The drive unit is supplied with 4.5m (15ft)

of two core cable which is passed through the pedestal or guard rail and connected back to the control unit socket as follows:

l Drill 9mm (0.35in) diameter hole in.the

front face of the pedestal.

l Select one of the two grommets

supplied and use it where the drive unit cable passes through the pedestal

W3ll.

Rut1

the cable down the pedestal and

sCcurC

close lo the pedestal base using

the clip provided.

l Run the cable back to the control unit

socket (Fig. 16) and connect as follows:

Fig. 16

DRIVE UNIT

DRIVF

UNIT (to be wired on installation)

EARTH POWER SUPPLY (Blue) (Pre-wired at

CABI

DRIVE

UNIT ‘PIN 3

(Blue to PIN 2) (Brown)

Factory)

If it is necessary to extend the drive unit

cable, the

extensi.on

should be as short as possible and of no less size than shown in the following table.

Extension Cable

Length

Up to 2.5m (8ft)

Up to 4.0m (13ft) 2

Copper Area

’

.5mm2 16

5mm’

AWG

Having attached the cable to the control unit socket, the socket may be screwed [n place using the four self tapping screws provided (Fig. 17).

Fig.17

’

Accessory Connection

The Autohelm 4000’s accessories plug

into the contrdl unit to facilitate stowing

and servicing. To ensure reliable

connection each plug incorporates a locking ring which should be turned clockwise to secure.

The windvane should be connected \

the socket marked Vane and the

hand’bd

held remote to the socket marked

Remote.

WINDVANE

ATTACHMENT

The windvane attachment is normally

mounted centrally on the after rail where it can be sited in clear wind on both tacks. The windvane mounting mast is clamped to the after rail by the two ‘U’ bolts

provided (Fig. 18j. The interconnecting cable should be brouqht throuqh the slot to allow the windvane head

tobe

plugged into the top of the mast (Fig.’ 19).

‘“3e

interconnectina cable can then be

back and

plugied

into the Autohelm

Note The windvane head is supplied

with the vane detached for ease of

packing. The vane is easily assembled to

the head and secured by means of the

circlip provided (Fig. 20). Care should be taken to ensure that the small circlio is correctly located in the groove.

’

.’

OPERATION

O’

___-~-_--__--~--

-.--- ~~_--. .---

-----

-_-

BASIC PRINCIPLES

The following description of the

Autohelm 4000’s principle of operation

will help you to make full use of its advanced features.

The powerful combination of a fluxgate compass and microprocessor control provides “autolock” course selection together with precise push-button course adjustment.

Deviation from the set course is

continuously monitored by the sensitive

fluxgate compass and corrective rudder is

applied to return the vessel to course. The applied rudder is proportional to course error at any time and thus when the course is restored the rudder will be neutralised.

When changes in vessel trim occur due to variations in wind pressure or engine throttle setting the course can only be maintained by the application of permanent rudder off-set (standing helm) to restore balance. If permanent rudder off-set is not applied to restore balance

the vessel will bear on to a new heading. Under these circumstances the Autohelm

4000 detects that the original course is

not being restored and continues to apply additional rudder off-set in the appropriate direction until the vessel returns to the original heading. Automatic trimming capability ensures that the originally set course is held irrespective of any changes in balance that may occur during the course of a passage.

The Autohelm 4000’s computer also continuously monitors the pattern of applied rudder correction and can distinguish unnecessary repetitive corrections caused by pitch and roll of the vessel from those necessary to maintain the selected heading. The computer will automatically neglect all unnecessary

corrections so that autopilot activity and power consumption is continuously optimised at minimum levels.

The hiqh deqree of control automation made possible-by the micio computer simplifies user control to a series df push

bution operations.

KEYPAD OPERATION

Full control of the Autohelm 4000 is provided via a simple six button key pad.

The basic control functions are as

follows:

When the autopilot is switched on it will always start up in Stand by mode. In Stand by mode the wheel can be driven by pressing and holding down any of the

r course change buttons.

STAND BY

Push once to engage the autopilot to maintain the current heading or push twice (within 2 seconds) to return to the previous automatic heading.

Push to alter course to port

starboard

and 10 degrees.

Push once to disengage the autopilot and return to Stand by mode.

will be memorised).

-‘

0 cj

-10 +10

STAND BYAUTO

(The previous automatic heading

-1

(Autohelm 4000)

f-J.

REMOTE VANE

(+)

in increments of 1

Fl!JqOER

(-)

. .

-.-

__---.

_- .-.

WINDVANE SYSTEM

Performance under windvane has been improved by the introduction of Wind Trim.

With Wind Trim the computer uses the

fluxgate compass as the primary heading

reference. However, as changes occur in

the apparent wind angle the computer

automatically adjusts the compass heading to maintain the original apparent wind angle.

* IO

This system eliminates the effects of turbulence or short term wind variations and provides smooth precise performance

under windvane with minimum current consumption.

When a windvane system is fitted, a

new layer of control functions is automatically opened as follows:-

Push both red keys together once to engage the windvane and maintain the current apparent wind angle. or

Push both red keys together twice to return the previous apparent wind angle.

Push once to alter the vessel’s

heading relative to the apparent

wind in increments of 1 or 10

degrees.

Note + keys always turn the vessel

to starboard.

AUTOTACK

The Autohelm 4000 has an automatic tacking function which operates in both compass and windvane mode as follows:-

FUNCTION

Push - 1 and - 10 keys together once to initiate a tack to port.

Push + 1 and + IO keys together

once to initiate a tack to starboard.

STAND BY

AUTO

Push once to disengage the

windvane for manual steering. (The

previous apparent wind angle will be memorised). or Push once to change over to automatic compass heading control and maintain the current heading.

The Auto Tack function operates by selecting a pre-set course change (1

OO”)

to bring the vesselbnto the

opposite tack.

During the tack, the Off Course

Alarm may sound. This indicates the adjustments should be made within

autopilot is adjusting trim to acquire 1 minute of completing the tack to the new course.

On completing the tack and

having sheeted and retrimmed the sails, the vessel may be brought onto the desired apparent wind angle by fine adjustments to the course using the + I- 1 o keys. No

allow the Autopilot to compensate for the helm trim on the new tack.

OPERATING MODE INDICATION

The operating mode of the Autohelm 4000 is indicated by a flashing LED as follows:-

OPERATING MODE

STANDBY

Provides power steering.

AUTO

Autopilot steers to maintain compass heading.

WINDVANE

Autopilot steers to maintain apparent wind angle. Windvane mode is also

confirmed by a single beep tone emitted every 30 seconds.

LED FLASHING CODE

FUNCTIONAL TEST PROCEDURE

After completing the installation you should carry out the following functional test to familiarise yourself with the system before attempting sea trials.

Plug the Autohelm 4000 into the power

socket and switch on the electrical supply. The unit will emit a short beep tone to indicate that it is active and the LED will

flash to indicate

j &‘apde.

Engage the drive by rotating the clutch

ever fully clockwise. Press and hold the

+ IO key. The wheel should move to produce a turn to starboard. The unit will emit a short beep tone on each keypress to confirm valid entries. Should the wheel move to produce a turn to port the changeover switch is incorrectly set and must be adjusted as described on page 8.

Press compass control. The LED will be lit constantly to indicate that the unit is in

Auto

mode. If the yacht is swinging about

its mooring, you will see that small

variations in heading cause the unit to

apply corrective action to the rudder. Press

Stand by

mode.

Stand by

Auto

to place the autopilot under

to return the unit to

operating

Stand by

Rudder Control Adjustment

Before attempting sea trials the rudder control must first be adjusted to suit the wheel reduction ratio of your particular vessel. The rudder control setting recommended for initial sea trials may be obtained from the following chart.

The setting recommendations above will provide stable control for initial sea trials and may, if necessary, be fine tuned later (see page 19).

n ON

OFF SECONDS’ : : : : :

Hand Held Control Unit

(Cat. No. 2076) An optional hand held control unit can be plugged into the control unit to provide full course change capability from anywhere on board. The unit duplicates the main control units four course change keys and may be used in both and

Auto

modes. The operation of the

main control unit is unchanged when the

hand held control unit is connected.

Standby

;

Radio Navigation Interface

(Cat. No. 2075 - NMEA format) This interface may be used with any radio navigation system that outputs cross track error to either the NMEA 0183 standard. It supervises the

Autohelm

preselected track set on the radio navigation system. Full operating are supplied with each interface.

Product Support’Department will be able to advise you of Radio Navigation Systems with suitable autopilot output.

4000 to maintain the

Your main distributor or Nautech’s

0180,0182

detailsb.

I I %mJ

SEA TRIALS

Initial sea trials should be carried out in calm conditions with plenty of sea room. The previously conducted functional test will have verified that the autopilot is operating correctly and that you are familiar with all of its controls.

During first sea trials, the vessel will be constantly changing heading, and it is, therefore, very important to maintain a constant look-out.

The following initial trial procedure is

recommended:-

* Steer on to the desired heading and

hold the course steady..

Engage the drive by rotating the clutch

lever fully clockwise to its end stops

(Fig. 21).

Alter course to port or starboard in

multiple increments of 1 and 10 degrees.

30” TO STBD

Power Steering

Press

Stand by

steering using-the four course control keys.

Press

Auto

return to the original automatic heading.

and practice power

twice (within 2 seconds) to

Hand Steering

Press

Stand by

lever fully anticlockwise for return to

and rotate the clutch

Automatic Sea State Control

During the sea trial, the operation of the automatic sea state control can be observed. When the autopilot is initially engaged in respond to all pitch and roll movements. During the first minute of operation, it will be noticed that repetitive movements of the vessel are gradually neglected until finally the autopilot will respond only to true variations in course.

To ensure accurate course adjustment the sea state control is automatically reset whenever a .lO degree course change is executed.

Auto

mode the autoprlot will

. .

Sea State Inhibit

Where maximum course keeping accuracy is required the automatic sea state control may be inhibited by pressing

1 and + 1 keys together once.

Autopilot acitivity and therefore power consumption will be increased but course keeping accuracy will be maximised.

The automatic sea state control is restored by pressing the - 1 and + 1 keys together.

Note

Engaging the autopilot (pushing

Auto)

or engaging the windvane (both red keys together) will always restore the automatic sea state control.

Press

Auto

to lock on to the current heading. In calm sea conditions a perfectly constant heading will be maintained.

42”

TO PORT

Auto-Tack Function

The following additional trial is recommended:

l Steer onto a constant heading

approximately IO0 free of close hauled

l Press Auto to lock onto the current

heading or both red keys to lock onto the apparent wind if a vane is fitted.

l Decrease the apparent wind angle

(using the + 1 key if on the starboard tack) until the yacht is sailing close

hauled at optimum penetration.

l Prepare to tack and then press the + 1

and + 10 keys together (if on the starboard tack) to initiate a tack to starboard.

0 The yacht will complete a 1

OO”

course change to bring it onto the opposite tack.

WIND

On comoletino the tack and havinu sheeted and retrimmed the sails, the- vessel may be brought onto the desired apparent wind angle by fine adjustments to the course using the +

II-

1 o keys. No adjustments should be made within 1 minute of completing the tack to allow the Autopilot to compensate for the helm trim on the new tack.

Disengagement

When manual override is required the drive unit can be rapidly disengaged by operating the clutch lever.

OFF-COURSE ALARM

When the autopilot is set to either Auto or Vane mode a built in off-course alarm

is automatically set up. The off-course

alarm will sound when the vessel deviates

r any reason from the original course by

t ‘-3

‘ore than 15 degrees for over 20

seconds. It is denoted by a continuous series of bleep tones.

The alarm will be silenced-if the vessel returns to within 15 degrees of the original course.

In Auto, if the vessel does not return within these limits the alarm canonly be silenced by selecting Standby.

In Vane, the alarm will sound when the wind direction changes by more than 15 degrees and may be accepted by pressing

both red keys together. This will silence the alarm and advance the off course alarm datum to the current compass heading.

CURRENT LIMITING AND CUTOUT

If the autopilot is driven into its end stops, the drive will be pulsed to prevent overloading the motor. If the pilot is left in this condition for 30 seconds the microprocessor will automatically cut out power to the motor and sound the alarm continuously.

To restore the autopilot for normal

operation the standby key must be pressed to put the unit in standby

:perating

!’

J-l

t any time when not underway, the

mode.

EEL BRAKE

wheel drive unit clutch may be engaged to provide a wheel brake.

Rudder Control Adjustment

The rudder control setting recommended

on page 17 will provide stable control for initial sea trials. However, sailing craft can vary widely in their response to the helm and further adjustment of the rudder control setting may improve the Autohelms steering characteristics.

An excessively high rudder control setting results in oversteer which can be recognised by the vessel swinging slowly from side to side of the automatic

heading accompanied by excessive rudder movement. In addition, distinct overshoot

will be observed when the course is

changed. This condition can be corrected by reducing the rudder control setting (rotating rudder control anti-clockwise).

Similarly, an insufficient rudder control setting results in understeer which gives sluggish steering performance and is particularly apparent when changing course. This is corrected by increasing the rudder control setting (rotating rudder control clockwise). These tendencies are most easily recognised in calm sea conditions where wave action does not mask basic steering performance. The

rudder control setting is not over critical

and should be set to the lowest setting consistent with accurate course keeping. This will minimise actuator movements and hence reduce power consumption.

OPERATING HINTS

The Autohelm 4000’s computer

continuously optimises automatic steering performance eliminating the need for operator supervision.

It is, however, very important to

understand the effect of sudden trim

changes on steering performance. When a sudden change in trim occurs the automatic trim compensation system requires approximately 60 seconds to apply the necessary rudder off-set to

restore the automatic heading. In gusting conditions, therefore, the course may tend to wander slightly, particularly in the case of a sailing yacht with badly balanced sails. In the latter case, a significant improvement in course

keeping can always be obtained by improving sail balance. Bear in mind the following important points:-

l Do not allow the yacht to heel

excessively.

l Ease the mainsheet traveller to leeward

to reduce heeling and weather helm.

l If necessary reef the mainsail a little

early.

It is also advisable whenever possible to avoid sailing with the wi,nd dead astern in very strong winds and large seas. Ideally, the wind should be brought at least 30° away from a dead run and in severe conditions it may be advisable to remove the mainsail altogether and sail under

headsail only. Providing these simple

precautions are taken the autopilot will be able to maintain competent control in gale force conditions.

It may be noticed that the autopilot tends to be a little less stable on northerly headings in the higher latitudes of the northern hemisphere (and conversely southerly headings in the southern hemisphere). This is caused by the

increasing angle of dip of the earths magnetic field at higher latitudes which

has the effect of amplifying rudder response on northerly headings. The tendency towards northerly heading

instability is usually more obvious at higher speeds and when it occurs can be corrected by reducing the rudder control setting.

Passage making under automatic pilot

is a very pleasant experience which can

lead to the temptation of relaxing permanent watch. This must alwavs be , avoided no matter how clear the sea m-

aooear to be.

’

Remember, a large ship can travel two

miles in five minutes -just the time it takes

to make a cup of coffee!

WARNING

Hand steering is not possible with the drive unit clutch engaged. The clutch lever must first be rotated fully

anticlockwise to disengage the

clutch.

It is the skippers responsibility to brief all crew members on this procedure.

TOTE BAG

A special zip top padded bag made from tough PVC is available to protect and stow your Autohelm control unit and accessories and is available from

Autohelm stockists.

Warning

l Do not stow your Autohelm control

unit in a locker liable to flooding by the bilge water.

l Do not leave your Autohelm control

unit in a damp locker over the winter lay up period.

(Cat No.

D089)

MAINTENANCE

All moving parts of the system have been lubricated for life at the factory. Therefore no maintenance whatsoever will be

required. Should a fault develop the autopilot’s plugability ensures that only

the defective unit need be returned.

Before this is done please double check

that the power supply cable is sound and

that all connections are tight and free

!Gr

“,

1 the sockets at the end of the drive unit

I t

corrosion.

once

the control unit is the most complex, there is a very high probability that if a fault has occurred it is in this unit which should therefore be returned for repair, which will be carried out speedily and at moderate cost. The drive unit has proven to be extremely reliable and is very unlikely to develop a fault. If however the drive unit is suspected of being faulty it may be checked by connecting 12V across

cable and ensuring the motor runs

normally.

If it is noticed that the drive is slipping under normal steering loads, the drive unit should be returned to the nearest

Autohelm Distributor or Service Centre for

inspection.

In the case of a.sailing yacht fitted with a windvane system if a fault occurs only in vane mode then it is likely that a fault has developed in the vane head.

LIMITED WARRANTY

Nautech or its appointed Distributors or

Service Centres will, subject to the

conditions below, rectify any failures in this product due to faulty manufacture which become apparent within two years

‘-

‘\s

purchase date.

duipment

purchase should be sent directly to the authorised Distributor for that country or its appointed Service Centres. The product will then be serviced free of charge and returned promptly direct to the sender.

used in the country of

Equipment used outside the country of purchase can be either:- a. Returned to the Distributor or Dealer in

whose country or from whom the equipment was originally purchased

it will then be serviced free of charge and promptly returned direct to the sender, or

b. The product can be returned freight

pre-paid to the authorised Distributor

or its appointed Service Centres in the

country in which the product is being

used. It will then be serviced and

returned direct to the sender on the

basis that the Distributor or Service

Centre will supply any parts used free

of charge but the sender will be

invoiced for the necessary labour and

return shipment at the local rate.

CONDITIONS

The warranty is invalid if:- a. The product has been misused,

installed or operated not in accordance

with the standards defined in this

manual.

b. Repairs have been attempted by

persons other than Nautech approved

Service personnel.

AFTER SALES SERVICE

Should for any reason your Autohelm

4000 require attention ensure that you

return it to one of the Authorised Service

Centres. You will find a list enclosed.

Each service centre is trained and equipped to provide expert attention to your Autohelm 4000.

Autohelm 4000 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual