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Commander P2 Installation & Operation Manual v3r1

1. 59 FUNCTION Fn button nan 81 Fuse Replacement i 160 L General Gpechfications 177 ACTING Stante DEEN 47 79 GY De e ele KT E 140 143 Ee TUO EE 151 E DIN BEE 137 139 Ha Handheld Hemotes ii 152 Heading Rate Stabilizer 31 46 99 Heavy Duty Rotary Rudder Follower 32 49 Highway deplay i 126 i V Je COMM AN DEE 152 Je Ve WE 43 ne Jog WEEN 36 59 114 118 130 152 177 Lia Language rosee ie a 89 Bebe WEE 80 LEDS DigQnOSte ee ee 173 Linear Actuators or Mechanical Rotary Drives 64 Linear Rudder Follower 33 50 M M O Be TU EE 147 Magnetic Compass 30 46 Magnetic Compass Sensor 29 46 98 Man Overboard um 147 Manual sequencing i 119 Manual WORK mode 134 Max Comec ail hl lati 120 Minimum Recommended Wire Gauges 54 56 Momentary Dress 15 Multiple Control Heads n 152 Document PN 29010074 V3 1 186 Index N NAV DUTON rieti 81 NAV Input amp Output sissnssssssssrrrrrrrerreesonrsrrrrrrrrrrrrrron rna 71 Nav men 119 NAV mode 20 117 118 119 120 126 133 134 136 165 167 168 INAV SOUNCC iL LL 119 Navigation System eeeseeeeeeeeeeeeseeeseeesseeesennseenesene eee 118 NMEA 0183 20 28 60 71 81 117 118 136 142 163 165 168 173 177 er Off Course Alarm 114 118 133 Operating Modes amp MENUS s s
2. Figure 33 Reducing Supply Voltage Losses Document PN 29010074 V3 1 59 ComNav Commander P2 Installation amp Operation Installation Input amp Output Connections Control Head Two types of control cable are used in manufacturing Commander P2 systems The only difference between them is the colour coding of the wires Wire the cable from the main Control Head onto the nine position plug in connector according to the following diagram Figure 34 Wiring Connections for Control Head Handheld Remotes and Fixed Remotes Plug the nine position plug in connector into the SPU receptacle labelled J11 CONTROL HEAD Auxiliary Controller s All Control Heads Handheld Remotes and Fixed Remotes designed to work with the Commander P2 Advanced Autopilot system utilize the same wiring diagram as the Main Control Head See Figure 34 above The only difference is that these devices are plugged into the receptacles J12 AUX 1 or J13 AUX 2 instead of J11 CONTROL HEAD Note Auxiliary Head Power On Off The Commander P2 SPU is shipped from the factory configured so that power can only be turned on or off from the Main Control Head The Main Control Head is designated as the Head which is plugged into the SPU receptacle labelled J11 CONTROL HEAD However the Commander P2 system can also be configured so that it can be turned on or off by any Control Head plugged into the receptacles J12 AUX 1 or J13 AUX 2 note po
3. The Commander P2 can accept a variety of Analog compasses Consult the manufacturer s documentation or contact the manufacturer to determine whether the reference signal is fixed or floating and set the An Compass Type to match Choose this setting if you are using a ComNav Heading Rate Stabilizer like the one shown at the left Table 4 Analog Compass Types Document PN 29010074 V3 1 88 ComNav Commander P2 Installation amp Operation Getting Started Compass Setup Pressing the Fn button when this item is highlighted tells the Commander P2 to verify the Analog Compass connections If the connections are found to be correct the autopilot will then query whether you want it to do an automatic compensation of the compass for Magnetic Deviation See the Setup Procedures on page 92 and the Compass Compensation procedures on page 100 for full details Drive Setup Pressing the Fn button when this item is highlighted starts a script in which the Commander P2 automatically determines the orientation of the rudder follower measures the physical rudder limits figures out what kind of steering system i e reversing motor solenoid etc is installed and then tests all these to make sure everything is operating properly This is explained more fully under Setup Procedures on page 92 Exit Press the Fn button to exit the Dockside Setup menu and restart the autopilot in STANDBY mode Alternately you can press and hold t
4. Figure 22 Hydraulic Pump amp Solenoid Value Figure 23 Cable Drives Other Equipment Besides the optional equipment described above there is a wide choice of other equipment available for use with the Commander P2 Advanced Autopilot system Contact your ComNav Dealer for information and details Document PN 29010074 V3 1 42 ComNav Commander P2 Installation amp Operation Installation Document PN 29010074 V3 1 43 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 44 ComNav Commander P2 Installation amp Operation Installation Installation This chapter describes all the steps you must follow while doing the physical installation of the Commander P2 Advanced Autopilot System on your vessel Each of the standard components of a P2 system is described both physical mounting amp electrical wiring and then some final checks are given Commonly used accessories are also described Many components come with their own specific instructions and you should pay attention to those as well Technical Requirements Please refer to the Warranty Information document that accompanies this manual before proceeding with installation Hazard warning CAUTION Extreme caution is advised when using tools powered by alternating current AC from main AC supply circuits regardless of whether the supply circuits are indoor outdoor marine or industri
5. Mounting The Sensor can be mounted to the bottom of the compass using the brass screw supplied or it may be bonded directly to the compass bowl using a suitable adhesive The Nylon Washer should be placed between the Compass Sensor and the bottom of the compass bowl When the Sensor mounts to the bottom of the bowl the magnetic compass may be used as a steering compass if desired It is also possible to mount the Sensor above the compass This reduces the possibility of interference from the compensating magnets but also reduces the visibility of the compass Optimum positioning of the sensor can only be accomplished once the Autopilot system has been installed and powered up See the Getting Started chapter of the manual to perform this procedure Electrical Connection Route the Magnetic Compass Sensor cable from the Compass to the location where the SPU will be Avoid running the cable parallel to antenna cables AC power or DC wires cables carrying heavy current Ensure that there is sufficient slack in the cable to allow the compass bowl to tilt and rotate freely in all directions Excess cable should be coiled up ComNav recommends that the cable NOT be shortened If the cable is too short plug in Compass Extension Cables are available in various lengths from your ComNav Dealer Cutting and splicing the Magnetic Sensor cable is NOT recommended See Compasses on page 62 for further details on connecting the cable to the SP
6. To disengage WORK mode again select Work Mode State in the Work menu and change it to A_Rdy Automatic Ready To cancel WORK mode completely press and hold the Fn button for 3 seconds or switch to STANDBY or POWER STEER mode You can also manually disengage WORK mode if it has been engaged in the automatic mode Double press the Fn button to bring up the Work menu If WORK mode is engaged the Work Mode State will show A_On beside it Highlight Work Mode State then use the COURSE CHANGE knob to change it to M_Rdy Manual Ready Document PN 29010074 V3 1 136 ComNav Commander P2 Installation amp Operation Advanced Operations Work Menu The Work menu has all of the adjustable parameters that are involved with WORK mode To access the Work menu double press the Fn button Figure 102 WORK Mode Menu Rudder Bias This menu item only appears when WORK mode is active It shows the current rudder bias which can be adjusted if desired Autotrim The Commander P2 s WORK mode can be configured to use manual or automatic rudder bias when in WORK mode the default is to use automatic rudder bias Manual rudder bias is fixed by the position of the rudder when the autopilot first enters WORK mode but can be adjusted by the user if desired see Rudder Bias above Automatic rudder bias is initially set to the position of the rudder when the autopilot first enters WORK mode but is auto
7. Commander P2 Advanced Autopilot System Installation amp Operation Manual T di 1 FATEH ALI BALK SE Kat Ce e T la gle nl dai a I Gr Aara e SCH h d us Lys IS Caper nen pe WaaIdCTIREDDs Combien mei SSO MMANGER rz E WE k PRAT Ha Sat Le SE EER He SAGDAS i ISO 9001 OMI REGISTERED C COMPLIES WITH CE REGULATIONS PN 29010074 ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tables Welcome Congratulations on your purchase of ComNav Marine s Commander P2 Advanced Autopilot System At ComNav we are proud of our prominence as a leader in the design and manufacture of marine autopilot systems Our dedication to performance and reliability will ensure your satisfaction with the ComNav Commander P2 Developed as a result of ComNav s many years of experience in autopilot design the Commander P2 Advanced Autopilot System provides better performance and more features than any other autopilot in its class ComNav Marine Ltd Warranty Notice Prior to the installation and or operation of the equipment ensure that you read understand and accept the conditions of the warranties as detailed in the Warranty Information document that accompanies this manual Operator s Warning The Commander P2 Advanced Autopilot System will steer your vessel however it is only an aid to navigation Its performance can be affected by many factors including eq
8. Parameter Set and select Lo 3 Highlight Seastate and set it to 1 4 Highlight Turn Rate Select a setting that is approximately 3 4 of your vessel s comfortable capability You may have to time a complete circle while the vessel is turning at a comfortable rate This turn should occur at the vessel soeed most appropriate for low speed operation Then calculate comfortable capability as 360 degrees divided by number of seconds it took to complete the turn 5 If ALC is set to On highlight it and set it to Off 6 Exit the Auto menu 7 Switch to AUTO mode The Commander P2 will automatically take the current vessel heading and use that as the course to steer 8 Run for about 5 minutes If the vessel esses back and forth more than about 3 degrees bring up the Auto menu and reduce the Rudder Gain setting by 1 step and test again Document PN 29010074 V3 1 105 ComNav Commander P2 Installation amp Operation Getting Started 9 Make a 40 course change If the vessel stops turning before the new heading is reached and then approaches it slowly either 0 increase Rudder Gain by 1 level or 0 decrease the Counter Rudder setting by 1 level If the vessel overshoots the new heading and then makes several turns across the new heading before settling down either 0 decrease the Rudder Gain by 1 level or 0 increase the Counter Rudder setting by 1 level
9. to open up the plug s wire clamp before a wire is inserted into that clamp the screw must then be turned clockwise until the wire is tightly held in the clamp All connectors and pins are labelled as shown in the figure below ComNav P SERIES SPU RUD SIG M2 STBD Ka 2 HI SPD SSM CA IN M1 PORT 1 PPS SPM WB GL CL CL AN OUT 2 Ss WA 2B ON ON ON SW D B WORK SP V 2A DI DI DI DIO3 BSM COS 1B DO DO DO SW D B CHASSIS AN OUT 1 BPM REF IA c V V V PORT GND DIO2 BS GD CH C GD GD GD B GND em Se GND DIO1 BP EX2 GD PS FR FR FR PWR GND GND EX1 B PS SS SS SS B OUT STBD 5V d V V SIN SH V V V BATTERY DRIVE JOG RUDDER RAI MISC THRUST ComNav CONTROL INPUT OUTPUTS LEVER FOLLOWER OUTPUT Io rrace COMPASS NAV I O NETWORK HEAD AUX AUX2 J1 J2 J3 J4 J5 J6 J7 J8 J9 J10 J11 J12 J13 Figure 30 SPU Connector Wiring Label Document PN 29010074 V3 1 57 ComNav Commander P2 Installation amp Operation Installation Wiring the System Power Supply The ComNav Commander P2 will operate on any voltage between about 11 VDC and 30 VDC This allows operation with vessel battery systems of nominal voltages from 12 to 24 VDC Caution Do not power up the SPU until you have completed the installation and performed the steps outlined in Post Installation Checks Generally wiring for the positive leg of a DC system will be red or white while wiring for the negative leg usually referred to as Ground will be black Pow
10. 104 Adjust Seastate i 104 Adjust Turn EE 104 Adjusting for Sea Conditions n 105 Advanced OperatioNS rna 133 A EE 83 Al ET GIS EE 83 AE de RE re DEE 69 87 ALC Automatic Leeway Correction 21 117 Alternate NAV display 126 Analog Compass Type nn rr rr nn 86 AUTO Button erariale 81 AUO MENU tre lik eel lee ht A E 115 AUTO mode 18 19 20 81 103 105 114 117 118 128 133 134 136 140 144 149 165 ALTON GV Bn EE 113 Automatic SEQUENCING rr nn 119 Automate SIN EE 134 Automatic WORK mode 133 AUDI EE 134 135 Aux Remote Power On 171 Auxiliary Controllers 34 58 152 Auxiliary FIC AG DEE 58 171 Azimuth Surface Piercing amp Jet Drives 68 B Backlight Level EE 111 Basic Operation 109 Baley EE 55 69 74 111 169 173 Battery CONNECHIONS sedan 56 BS ANN CACM DE 140 Beam Reach RTE 137 143 Bleeding E 93 Broad e TEE 140 Bi Odd REACH RT EE EE 143 zia Care amp Maintenance 159 CE ele UE eler 179 Checks Ge 74 EE EE 75 Checks Leaking fittings rn nr ana 75 Checks Ge CIO EE 159 Checks bost Installaton ror rann 74 Document PN 29010074 V3 1 185 Index Checks Residual ar 75 Girele K e DEE 146 Close Fl AU EE 140 Close Haul Def ari 143 eegen 140 Glo
11. 2 Make sure the Navigation System is turned on and that a waypoint is programmed in 3 Switch the autopilot to STANDBY mode and manually steer the vessel away from the waypoint track by a few hundred meters or more 4 Place the Commander P2 into NAV mode by pressing and holding the NAV button until the unit beeps and the letter N appears in the upper left portion of the display 5 Observe the commanded heading on the Commander P2 display It should match the bearing reported by the Navigation System Caution Be sure to maintain a sharp lookout to ensure that there are no obstacles between the vessel and the destination waypoint when steering directly to a waypoint Document PN 29010074 V3 1 123 ComNav Commander P2 Installation amp Operation Basic Operations Correction set to XTE Cross Track Error Steering Cross track error is the perpendicular distance from the track to the vessel s position when using Cross Track Error Steering the autopilot initially steers on its present heading and monitors the Cross Track Error reported by the Navigation System The autopilot changes the heading so as to minimize the cross track error If the initial cross track error is large the autopilot will steer a course almost perpendicular to the original track so as to get back on the track as quickly as possible Figure 93 Steering with Correction set to XTE Test this out so as to be familiar with it by performing the fol
12. Many marine electronics devices such as digital compasses GPS receivers chartplotters and electronic charting systems to name a few have outputs complying with NMEA 0183 Two such devices can be connected directly to the Commander P2 SPU by wiring them into the plug mated to the receptacle labelled J9 NAV 1 0 The Commander P2 SPU also has an NMEA output to allow the autopilot s real time Heading data to be sent to devices such as radar a chart plotter or a navigation program on a PC The diagram below shows typical wiring for the J9 connector Figure 57 Typical NMEA 0183 Connections When the autopilot is turned on the Status LED labelled NMEA 0183 IN 1 in the SPU s Diagnostic section will be lit whenever the autopilot is receiving data on the NAV1 input Note that this indicator only shows that data was received It does not mean that the data received is valid Typically this LED will flash at a rate of about once per second for regular data from a GPS or Chartplotter It will typically flash at a rate of about ten times per second when connected to a heading source such as the Vector G2 GPS Compass If the LED does not flash and you are sure the sending device is in fact sending data try reversing the wires connected to NAVI IN Similarly the LED labelled NMEA 0183 IN 2 will be lit whenever the autopilot is receiving data on the NAV2 input If the LED does not flash and you are sure the sending device i
13. To reduce the possibility of the card tumbling in rough weather mount the compass as close as practical to the center of pitch and roll Mounting the compass far forward under a bunk or similar location is a poor choice for rough weather performance Important It is important to remember that the compass is a vital part of the autopilot system Locating it properly particularly on steel hulled vessels is essential to ensure proper operation of the autopilot ComNav strongly recommends that the services of a qualified compass adjuster be used to select the best installation location and to compensate the compass properly for deviation including that caused by heeling error Care must be taken not to place compensating magnets too close to the compass as this will cause the Compass Sensor mounted underneath the compass to read incorrectly To correct compass deviation on steel vessels or on other vessels with magnetic compensating problems due to interference from adjacent ferrous masses such as an engine block or winches the use of a pair of compensating quadrantal spheres is recommended Note the ComNav Magnetic Sensor SHOULD NOT be attached to an internally gimballed compass that is where the compass card is gimballed and the bowl of the compass is not as this will result in large errors between the compass and the autopilot This is because the compass card does not remain parallel to the sensor when the vessel rolls or pitches
14. nine conductor cable that plugs into the rear of the Head This cable wires onto a connector supplied with the SPU that connector in turn can quickly and easily be plugged into the CONTROL HEAD receptacle on the SPU Two versions of the Commander P2 Control Head are available Part Number 20110003 incorporates a state of the art sunlight viewable high resolution QVGA TFT colour LCD display PN 20110002 provides the exact same functionality but has a silver backed monochrome LCD display Figure 4 Control Head The Control Head when shipped as part of a complete Commander P2 system is a core module with accessories for three mounting options a snap on sleeve for surface mounting a separate snap on sleeve for flush mounting and a two piece bracket for bracket mounting All required hardware is included except for two fasteners needed to fasten the bracket to a mounting surface Document PN 29010074 V3 1 28 ComNav Commander P2 Installation amp Operation System Overview Signal Processor Unit PN 20110006 The Signal Processor Unit SPU as its name suggests accepts a number of signals from the other components of the autopilot system and processes them as necessary to control the movement of the vessel s rudder so as to maintain a given heading As well as steering the vessel the sophisticated software within the SPU continually checks all aspects of the autopilot s performance and will advise the user via the
15. or cancelled by hitting the Fn button Once a compass is found in this procedure the alarms should cease 1 If you are not already in the Dockside Setup menu enter it e Select the compass type s Move the highlight to An Compass Type and set the type according to your system configuration see Table 4 on page 88 Figure 76 Set Compass Type 2 Verify that the selected compass type is properly connected and can be read Select Compass Setup on the menu then press Fn A Wait screen will be displayed on the screen for a few seconds and then the results of the search will be displayed along with an option to compensate now or set North now the type of compass shown amp the compensate option will depend on what you entered for An Comp Type Document PN 29010074 V3 1 98 ComNav Commander P2 Installation amp Operation Getting Started Figure 77 Compass Verification Mag Sensor shown e If the Commander P2 system could not find a compass that matches with the type you have selected in step 1 it will give the following error message at this point the type of compass shown will depend on what you entered for An Comp Type Check your installation to be sure that the compass is wired correctly Fix any problems and re start at step 1 Figure 78 Compass Verification Failed gt Ifthe Commander P2 system still cannot find
16. or stern drive legs If you are using a reversing Stern Stern drive motor pump the pump will operate at a slower speed when the autopilot is using the Hi steering parameters This will result in smoother steering and rudder movements Sailboats For sailing vessels of all types Table 3 Vessel Types Document PN 29010074 V3 1 87 ComNav Commander P2 Installation amp Operation Getting Started An Comp Type Analog Compass Type The Commander P2 can work with a variety of different compasses Many of these are Analog Compasses that output DC sine and cosine signals The An Comp Type parameter tells the Commander P2 what specific type of analog compass is connected to the SPU or if none is Analog compasses are always connected to J8 on the SPU Refer to the following table for help in identifying and selecting the correct type for the compass in your system Compass Type Comments Choose this setting if your Commander P2 system is utilizing a ComNav 45 Compass Transducer or any type of NMEA 0183 Compass such as the ComNav Vector G2 or G2B GPS Compasses Choose this setting if you have an externally gimballed magnetic compass fitted with a ComNav Magnetic Sensor such as the one shown to the left Choose this if you have a ComNav Fluxgate Compass like the one shown to the left If you have a ComNav Heading Rate Stabilizer connected in series with the Fluxgate Compass you must use the HRS setting below
17. shown above is the initial screen which appears for a few seconds after Power On STANDBY ON OFF button To power on the system press and hold this button until the LCD screen lights up with the introductory display shown above and then release the button The Commander P2 can always be put into STANDBY mode by pressing and holding this button for approximately 72 second it always powers up in STANDBY mode While in STANDBY mode the autopilot will not exert any control over your vessel This button will also turn off the autopilot when pressed and held for approximately 2 seconds During regular operation double pressing this button brings up or cancels the Standby menu PORT ARROW button Pressing and maintaining this button while in POWER STEER mode moves the rudder to port for as long as the button is held Pressing and maintaining this button while in AUTO NAV WORK or WIND modes allows you to avoid obstacles in the vessel s path by turning to port Releasing the button automatically recovers your original Heading Track or Wind Angle 82 ComNav Commander P2 Installation amp Operation Getting Started 4 TURN button Pressing this button once while in AUTO or WORK modes queues the default pre programmed turn in WIND mode it queues a Tack or Gybe turn Subsequent presses of the TURN button scroll through all of the available turn types The pre programmed turn sequence is then initiated by pressing either the POR
18. you are on The 45 and the 165 wind angle WIND mode entry limits described on the previous page are significant because they are the Close Haul Def Point and the Gybe Hold Point respectively These angles can be changed via the Wind menu Attempts to change the commanded wind angle beyond these points of sail will be ignored by the Commander P2 This is a safety feature known as Tack and Gybe Inhibits Caution Tack and Gybe Inhibits are not a guarantee against hazardous situations When sailing under autopilot control your attention is required at all times most especially when running or beating Tack and Gybe Inhibits are meant to prevent unintended Tacks or accidental Gybes However there is a way to intentionally perform Tack and Gybe manoeuvres as described next Tacking Tacking is accomplished by executing a Special Turn when in WIND mode To tack you must be sailing into the wind at an angle less than or equal to that which is defined by the Beam Reach Dei in the Wind menu 1 Push the TURN button The display shows the message Tack as shown here Figure 104 WIND Mode Tack Query Important If the wind angle is greater than that defined by the Beam Reach Def parameter in the Wind menu the autopilot expects that you want to Gybe In this case the display on the Control Head will show the message Gybe See Gybing below for more information Document PN 29010074 V3 1 139 Co
19. 1 NO AUX 2 TURN RATE HIGH TURN RATE LOW WAYPOINT ARRIVED WIND SHIFTED WIND SPEED TOO LOW XTE OVER LIMIT Table 10 Warning Messages Description The vessel is in AUTO WORK or NAV modes and has been off the commanded course by more than 20 for more than 32 seconds Or it is in WIND mode and the angle of the wind has been more than 20 different than the commanded wind angle for more than 32 seconds Adjust steering parameters to prevent this The system has detected a non fatal error in one of the memory devices on the SPU Contact your ComNav Dealer for repair service at your earliest convenience The system previously detected an auxiliary Control Head connected to J12 Aux 1 or J13 Aux 2 but cannot detect it now Check all wiring The measured rate of turn of the vessel has exceeded the Turn Rate set in the Auto menu The measured rate of turn of the vessel is much lower than the Turn Rate set in the Auto menu The Navigation System used in NAV mode has sent a message to the Commander P2 indicating that the vessel has entered the arrival circle around the active waypoint The Commander P2 has detected that the wind has shifted by more than the Wind Shift value in the Wind menu for a period of time exceeding the Wind Shift Delay set in the Wind menu The Wind Speed is less than about 6 Knots The Cross Track Error limit set in the Nav menu has been exceeded Adjust stee
20. 29010074 V3 1 152 ComNav Commander P2 Installation amp Operation Advanced Operations Gybe Figure 122 Gybe Query in Regular left and Alternate right AUTO WIND Modes Gybe Special Turns are only available in WIND and Alternate WIND modes e lf the vessel is sailing close to the angle of wind defined by the Gybe Hold Pt parameter in the Wind menu the autopilot will turn the boat to the Gybe Hold Pt on the opposite tack Caution This will cause the boat to Gybe Proper caution must be taken to prevent injury Important See Gybing on page 141 for important safety information on performing Gybe turns Document PN 29010074 V3 1 153 ComNav Commander P2 Installation amp Operation Advanced Operations Multiple Control Heads amp Auxiliary Controllers Two additional Control Heads or Auxiliary Controllers may be added to the standard Commander P2 system These may be any combination Commander Control Heads CR 203 Handheld Remotes or TS 203 Fixed Remotes Only one Control Head or Auxiliary Controller may be In command at any given time When the autopilot system is first powered on the main Control Head connected to J11 of the SPU will always be In command The other Control Heads and or Auxiliary Controllers are said to be Repeaters As a Repeater the unit simply repeats the display information from the In command unit but does not affect the operation of the autopilot You can always tell whether a parti
21. 53 External Alarm using SW D BO utp Ob EE 71 Figure 54 External Alarm using SW D B Output 71 Figure 55 External Alarm SW D B Output with Power Fail Ooton ene r rr rr rr rr rr rann nana 72 Figure 56 External Alarm SW D B Output with Power Fail Option 72 Figure 57 Typical NMEA 0183 Connections i 73 Figure 58 Connection to a PC with a DE 9 Connector ccc cccccceseeeeeeeeeeeeeeeeeeecaeeeeeeseceeeeeeeeeeeesseauaeeasesseeseeeeeeeeeeees 74 Figure 59 Connection to a PC with a DB 25 Connechor i 74 Document PN 29010074 V3 1 11 ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tables Figure 60 Power Off Sequence EES 81 Figure 61 WSiag Ime Control TSA EE 82 PIGUKE 62 A Typical Mennea regia ail eri 84 Figure 68 Entering Dockside Setup iii lieti ale bla 86 Figure 64 Dockside Setup menu page 87 Figure 65 Deckside Setup menu Page 2 89 Figure 66 External Alarm Configuration ii 90 Figure 67 External Alarm Type Gohfigurationi annie iena leali 90 Figure 68 Setvessel Iype cecilia oi 92 Figure 69 Move Rudder to Starboard ii 93 FigUre 70 Move Rudder to Possono east 94 Figure 71 Center the Hudder 94 Be IER ADACIY EE 95 Figure 73 Bleeding Cylinder Rod moving Jet 96 Figure 74 Bleeding Cylinder Rod moving de LEE 96 Foe o Dive Te SKO EE 97 Figure 7o ent EE
22. 98 Figure 77 Compass Verification Mag Sensor SNOWN i 99 Figure 78 Compass Verification Failed ii 99 Figure 79 Fluxgate Compass Verification amp CompensatioN i 102 Figure 80 Compensation Failed Move Compass i 103 Figure gI Typical Slang by eet EE 111 Figure 82 Standby Menu pages 1 amp 2 iii 112 Figure 83 Typical Power Steer Mode Screen iii 114 Figure 84 Power Steer Ment tenre heal 115 Figure 85 Typical Auto Mode Screen ii 116 Figure go Aute Menu pages EE 117 Figure 87 Guidelines for setting Rudder Gamm 117 Figure 88 Guidelines for setting Counter Hudder 118 Figure 89 HI and LO Speed Icons Left of Rudder Angle Indicator ere rr r rr rr rn nr nanna 119 Figure 90 Typical NAV Mode Screen Normal Display i 120 Figure 9T Nav Menu pages 1 amp 2 EE 121 Figure 92 Steering with Correction set tO CTS sas sissors iii 123 Figure 93 Steering with Correction Set to XTE 0 ccccccccccccssssssseeeeeceeceeeeeeeeseeeaeeeeeseeeeeeeeeeeesseseaasaseeseeeeeseeeeeeeeesseeaas 124 Figure 94 Response of Vessel to a Large Cross Track Error 125 Figure 95 Steering with Correction set to Bob 126 Figure 96 Typical NAV Mode Screen Alternate Display io 128 Figure 97 A Dodge in Progress inAUTO Mode st eli Dali
23. Fluxgate Compass Magnetic Compass Sensor Magnetic Compasses 45 Compass Transducer Heading Rate Stabilizer Other Compasses Rudder Followers Standard Rotary Rudder Follower amp Rudder Linkage Heavy Duty Rotary Rudder Follower Linear Rudder Follower Auxiliary Controllers CR 203 Remote TS 203 Remote Other Controls Indicators amp Sensors Jog Levers Rudder Angle Indicator RAI 3 Twin Fin Wind Transducer Rudder Drives and Interfaces CT7 Thruster Interface Other Drive Boxes Pumps amp Drives Other Equipment Document PN 29010074 V3 1 5 Table of Contents Lists of Figures amp Tables ComNav Commander P2 Installation amp Operation PST a AUN OM EES Technical Requirements Steering System Power Supply Special Tools Control Head Mounting Electrical Connection Compasses ComNav Fluxgate Compass Mounting Electrical Connection Heading Rate Stabilizer 45 Compass Transducer Mounting Electrical Connection Magnetic Compass and Sensor Mounting Electrical Connection Rudder Follower Rotary Rudder Follower Mounting Electrical Connection Heavy Duty Rotary Rudder Follower Linear Rudder Follower Mounting Electrical Connection Other Equipment Signal Processor Unit Mounting Wiring the SPU General Connectors on the SPU Wiring the System Power Supply Input amp Output Connections Control Head Auxiliary Controller s Jog Levers Four Way Valves Used with Jog Levers Compasses Wind Transducer Rudder Follo
24. Getting Started Document PN 29010074 V3 1 79 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 80 ComNav Commander P2 Installation amp Operation Getting Started Getting Started This chapter describes all the basic concepts you need to be familiar with when using your Commander P2 Advanced Autopilot System and the steps needed to prepare it for use Autopilot Operations After it is installed almost all of your interaction with your autopilot system will be done by means of the Control Head e selecting an operating mode e setting up the parameters you wish to use in each mode e monitoring your vessel s Heading e setting a desired Heading to be followed e making Special Turns e monitoring the various system status items e and so on Power On Off The first step in using your Commander P2 system is to turn it on To turn on the Commander P2 system press amp hold the Control Head s red STANDBY ON OFF button until the introductory display see Figure 61 appears then release the button The initial introductory display remains for a few seconds Then the software versions of both the Control Head and the SPU are listed on the display below the Commander P2 line on the screen You may find it helpful to record those version numbers to refer to should your Commander P2 System ever require servicing To turn off the Commander P2 at any time press and hold the red STANDBY ON
25. If the vessel approaches the new heading shies away then approaches amp shies away again 0 decrease the Counter Rudder by 1 level 10 Continue making 40 course changes and adjusting Rudder Gain and Counter Rudder until the vessel settles smoothly onto the new course without excessive overshoot 11 Repeat the above adjustments on several different headings until you get consistent results Adjust Seastate for Low Speed Change the Lo speed Seastate setting to your desired setting See the description of the Seastate parameter on page 118 for details of the effects of this parameter Adjust Turn Rate for Low Speed Adjust the Lo speed Turn Rate setting see page 118 to suit Make a few course changes of 20 or more to ensure that the rate of turn is comfortable Adjust Rudder Gain amp Counter Rudder for High Speed 1 Adjust vessel soeed appropriately for high speed running 2 Bring up the Auto menu highlight Parameter Set and select Hi 3 Repeat steps 3 though 11 in the Lo speed Rudder adjustment process above but at the Hi speed you have chosen Adjust Seastate for High Speed Change the Hi speed Seastate setting to your desired setting Adjust Turn Rate for High Speed Adjust the Hi speed Turn Rate setting to suit Make a few course changes of 20 or more to ensure that the rate of turn is comfortable Document PN 29010074 V3 1 106 ComNav Commander P2 Installation amp Operation Gett
26. Rudder Angle Indicator RAI At the bottom of the screen is the Rudder Angle Indicator This shows the current position of the vessel s rudder as measured by the RFU see pages 50 amp 64 The rudder s position is shown by a solid bar extending from the centre rudder Dead Ahead i e at 0 to the right for Starboard rudder or to the left for Port The numerical scale above the bar in degrees is expanded around the centre and expanded at the ends On colour Control Heads starboard is shown in a green bar and port in red on monochrome the bar is always black The thin solid bar below the rudder position bar shows the rudder travel limits see page 115 Whenever the Commander P2 is moving the vessel s rudder to Port or Starboard a small pointer symbol will be shown at the corresponding end of the RAI In the figure below the rudder is at approximately 33 Starboard The RAI appears in most Operating Mode displays Figure 81 Typical Standby Mode Screen The large S in the upper left corner of the display indicates that the system is in STANDBY mode To switch to STANDBY mode from any other mode press the red STANDBY ON OFF button for approximately Le second As soon as the large S appears the vessel will be under manual control Document PN 29010074 V3 1 111 ComNav Commander P2 Installation amp Operation Basic Operations Standby Menu The Standby menu consists of a number of it
27. SPU INVALID CRS DATA INVALID SPEED DATA If an Analog Compass is selected as the Compass Source in the Standby menu this message indicates that the signals from the compass are faulty Check the wiring between the Compass and the SPU INVALID HEADING II an NMEA 0183 Compass or other source of Heading data NAV1 or NAV2 in the Standby menu is selected as the Compass Source this message indicates that no valid Heading sentences have been received for 28 seconds Check that the device is turned on and functioning properly Check the wiring between the device and the SPU The SPU has not been able to detect for 32 seconds at the Nav NO NAV DATA Source specified in the Nav menu the NMEA 0183 navigation information it needs to operate in NAV mode The SPU has not been able to detect for 32 seconds at the NO SPEED DATA Speed Source specified in the Auto menu the NMEA 0183 Speed data it needs to operate in AUTO or WORK mode Check that the device sending the data is turned on and functioning properly Check the wiring between the device and the SPU The watch alarm timer has timed out ER Press the Fn button to reset the timer Table 11 Error Messages Document PN 29010074 V3 1 170 ComNav Commander P2 Installation amp Operation Appendices The following messages indicate a serious problem Operation of the autopilot cannot continue until the problem is resolved Message AUX STATION ERROR BAT
28. Special Turns later in this chapter for more information To gybe use the COURSE CHANGE knob to bring the vessel to the Gybe Hold Point and then use the TURN button to perform the Gybe See the section on Gybing above as well as Special Turns later in this chapter for more information Document PN 29010074 V3 1 143 ComNav Commander P2 Installation amp Operation Wind Menu Advanced Operations The Wind menu has all of the adjustable parameters that are involved with WIND mode To access the Wind menu double press the Fn button Figure 110 Wind Menu pages 1 amp 2 Wind Source Wind data may be received either directly from a ComNav Twin Fin Wind Transducer or from other devices that provide wind data in NMEA 0183 format Select the appropriate value according to the table below Setting Wind Source Comments Twin Fin Wind Transducer NAVIA NAVI input Apparent wind NAVI input True wind NAVIT NAV2A NAV2T Table 6 Wind Source Selection NAV2 input Apparent wind NAV2 input True wind Document PN 29010074 V3 1 144 Wind direction is taken directly from the Wind Transducer Thus vessel will sail to the Apparent Wind Wind direction is taken from a third party wind measuring instrument that provides Apparent Wind data in NMEA 0183 format The device is connected to the NAV1 input Wind direction is taken from a third party wind measuring instrument that provides True
29. The Rudder Follower is centered when the arm is directly above the cable gland see Figure 24 The distance between the centerline of the Rudder Post and the Rudder Follower must not exceed 24 inches Make sure that the ball joints on the Rudder Arm and Rudder Follower arm are facing upwards as shown in Figure 3 Snap the rod assembly onto the ball joints Be sure to close the release clamps on each socket Refer to Figure 24 and adjust the length of the rod to get the correct geometry with the rudder dead ahead If the locking screw in the Rudder Follower arm has been loosened or the arm removed from the Rudder Follower re attach the arm and check the potentiometer center position When the rudder is dead ahead the electrical resistance between the wires of the black amp green wire pair and the wires of the white amp green wire pair should be equal approx 600 ohms each Be careful to check the installation for any mechanical obstructions or binding of the linkage and correct it now before it becomes a problem Document PN 29010074 V3 1 50 ComNav Commander P2 Installation amp Operation Installation NOTCH ALIGNMENT y W 5 Figure 24 Rudder Follower Linkage Geometry Electrical Connection The Rudder Follower is normally supplied with approximately 15 5 metres 50 of cable Run the cable from the Rudder Follower towards the SPU ensuring that a hose o
30. There are 8 levels of contrast available Contrast of the LCD is affected primarily by temperature The Commander P2 is internally compensated for fluctuations over a wide temperature range but manual adjustments can be made to the contrast if necessary Graphics monochrome Display colour For monochrome Control Heads the options are Norm normal and Rev reversed which refers to the manner in which characters and icons are shown on the display For colour Heads there are three built in colour schemes The standard is scheme is A a white background with most text in black and various red green amp blue colours to emphasize important elements of the various displays Colour scheme B is an alternate that you may prefer a light blue cyan background with suitably contrasting colours for text amp the various display elements amp information Colour scheme C utilizes red colours on a black background and was developed for use at night to avoid impairing the vessel operator s night vision Watch Alarm The Commander P2 has a built in Watch Alarm This menu item allows you to turn on the Watch Alarm and set how much time is allowed to elapse before the alarm goes off This menu item is password protected to prevent unauthorized personnel from changing the Watch Alarm parameters See Watch Alarm in the Advanced Operations chapter of this manual for complete details on setting the Watch A
31. V3 1 172 ComNav Commander P2 Installation amp Operation Appendices Appendix 3 Auxiliary Head Remote Power On The Commander P2 SPU is shipped from the factory configured so that power can only be turned on or off from the main Control Head The main Control Head is designated as that which is plugged into the SPU receptacle labelled J11 Control Head However the SPU can also be configured so that it can be turned on or off by a full function controller plugged into the receptacles Aux 1 J12 or Aux 2 J13 The following instructions detail how this is accomplished 1 Remove the wiring cover from the SPU and unplug all wiring connectors 2 Remove ten sheet metal screws around the edges of the SPU These screws secure the top portion of the SPU enclosure 3 Lift the top portion of the SPU enclosure off and set it aside The top of the printed circuit assembly will be visible 4 On the lower right side of the printed circuit assembly are two right angle pin headers They are labelled JP1 and JP2 On each header is a shorting shunt 5 Change the position of the shunts as shown in the pictures below JP1 determines whether power can be turned on from the Controller attached to J13 Aux 2 while JP2 determines whether power can be turned on from the Controller attached to J12 Aux 1 o TPP1IE TPP 300Hz ZBLHZ STL DE o CA R Se a D LJ Pei 7 E z ju H i Ki i Wei
32. Wind data in NMEA 0183 format The device is connected to the NAV1 input Wind direction is taken from a third party wind measuring instrument that provides Apparent Wind data in NMEA 0183 format The device is connected to the NAV2 input Wind direction is taken from a third party wind measuring instrument that provides True Wind data in NMEA 0183 format The device is connected to the NAV2 input ComNav Commander P2 Installation amp Operation Advanced Operations Wind Shift Wind Shift Alarm Wind Shift Delay The Commander P2 can warn you if the wind shifts significantly For example if the Wind Shift alarm is set to 10 and the Wind Shift Delay is set to 0 5 then if the wind shifts by more than 10 degrees for 0 5 minutes the Wind Shift Alarm will sound The Wind Shift Alarm can be disabled by selecting Wind Shift in the menu and rotating the COURSE CHANGE counter clockwise until the value reads Off Preset Tack Angle When the Vessel Type is set to Sail in the Dockside Setup menu the Commander P2 includes Pretack Preset Tack in the list of possible Special Turns The Preset Tack Angle allows the user to customize the number of degrees that the boat will turn through when a Preset Tack Special Turn is executed Close Haul Def Close Reach Def Beam Reach Def Broad Reach Def Gybe Hold Point The Commander P2 stores a definition for Close Haul Close Reach Beam Reach Broad Reach and Gybe Hold Point
33. a portable drill pliers wire cutters screwdrivers wire mounting bolts and wrenches will also be required Document PN 29010074 V3 1 45 ComNav Commander P2 Installation amp Operation Installation Control Head The Control Head is normally mounted in the vessel s wheelhouse It can also be mounted in more exposed locations such as on a flying bridge since it is fully waterproof Note that although it is waterproof it is not submersible nor should it be exposed to prolonged direct sunlight The Control Head comes with a 7 65 metre 25 cable The cable has a 9 pin circular connector on one end and flying leads on the other These leads are wired into a push on connector that mates with the SPU The cable and Head end connector are fully waterproof Mounting Each Control Head is supplied when ordered as part of Commander P2 system kits with three mounting kits one for bracket mounting PN 30110006 one for surface mounting PN 30110004 and one for flush mounting PN 30110003 Each one is packaged in a separate bag Complete instructions including drilling cutting templates for each type of mounting are contained within the bag for each kit In addition there is a fourth bag containing a number of screws washers and nuts PN 30110005 The fasteners in this bag are to be used with either the surface mount kit or the flush mount kit They are not used for bracket mount installations Electrical Connection Rou
34. bulkheads holds or any other area where it could be damaged If the length of cable supplied is too short to reach all the way to the SPU obtain a terminal strip and sufficient additional cable from your ComNav Dealer Mount the terminal strip in a convenient DRY location where it will not be subjected to moisture of any kind See Rudder Follower on page 63 for further details on connecting the cable to the SPU Other Equipment You should install the remaining components of your Commander P2 system according to the installation instructions that come with that equipment Auxiliary Controllers Jog Levers Rudder Angle Indicators Wind Transducers a CT7 Thruster Interface or a Drive Box Pumps amp Drives etc Electrical wiring instructions for all these are a combination of the information in the individual equipment s manual and specific information for the Commander P2 which is given in the following sections of this chapter Document PN 29010074 V3 1 55 ComNav Commander P2 Installation amp Operation Installation Signal Processor Unit Mounting The SPU should be mounted in a clean and DRY area away from heat moisture and water of any kind The SPU should be centrally located and mounted far enough away from your vessel s compasses so as to minimize any possible electrical interference a good rule of thumb is at least 1 metre 3 but see Compass Safe Distances on page 180 for specific values if you
35. by adjusting the Default Turn in the STANDBY menu see page 112 e Special Turns can be aborted by pressing the TURN button again while the Special Turn is executing or by changing modes Document PN 29010074 V3 1 146 ComNav Commander P2 Installation amp Operation Advanced Operations U Turn Figure 112 U Turn Query Figure 113 U Turn Vessel Path The autopilot calculates a reciprocal course to the vessel s heading and then turns the vessel to that heading in the appropriate direction once the PORT or STARBOARD ARROW button is pressed Document PN 29010074 V3 1 147 ComNav Commander P2 Installation amp Operation Advanced Operations Circle Turn Figure 114 Circle Turn Query I Figure 115 Circle Turn Vessel Path The autopilot steers a never ending circle in the appropriate direction once the PORT or STARBOARD ARROW button is pressed The Turn Rate setting in the Auto menu governs the rate of turn To stop the circle press the TURN button again or switch modes Document PN 29010074 V3 1 148 ComNav Commander P2 Installation amp Operation Advanced Operations M O B Man Over Board Figure 116 M O B Turn Query Figure 117 M O B Turn Vessel Path The autopilot will perform a Williamson Man Overboard turn sometimes known as an Emergency or E turn This will bring the vessel onto a reciprocal heading typically right down the vessel s own wake The PO
36. by the Autopilot at the onset of WORK mode manual adjustments can be made on the fly while WORK mode is engaged A double press of the Fn button will bring up the regular Work menu but with an additional item Rudder Bias will be the first item on the list and will show the current helm bias You can change this value to suit using the COURSE CHANGE knob This feature is useful in order to accommodate changing load or sea conditions As mentioned earlier WORK mode will automatically be disengaged if the vessel s speed rises above the Work Trip Point set by the user While it is disengaged all normal features such as automatic trim and course alarm will be operational Manual WORK Mode Even if no NMEA source of speed data is available WORK mode can still be used To do so switch to AUTO or NAV mode and press the Fn button for approximately 3 seconds until the letter W appears in the upper left portion of the display Then double press the Fn button to bring up the Work menu Highlight Work Mode State Then use the COURSE CHANGE knob to change the selection to M On Manual On WORK mode is now engaged Caution When Manual WORK mode is engaged large rudder movements may occur If your vessel is traveling too fast these rudder movements may affect the stability of the vessel Do not engage Manual WORK mode without first ensuring that it is safe to do so and that the vessel speed is appropriate for using WORK mode
37. center of the vessel You must keep the compass as far away as possible at least 2m about 6 away from engines electric motors and other magnetic objects Holes are provided to attach the Compass Transducer to a bulkhead The compass must be mounted parallel to the centerline The compass must be mounted with the correct side up the label that says Compass must be on top and the arrow should point forward Electrical Connection Route the Compass Transducer cable from the compass to the location where the SPU will be Avoid running the cable parallel to antenna cables AC power or DC wires cables carrying heavy current Excess cable should be coiled up The cable may be shortened if desired to avoid excess coils If the cable is too short additional cable may be ordered from your ComNav Dealer See Compasses on page 62 for further details on connecting the cable to the SPU Magnetic Compass and Sensor The ComNav Magnetic Sensor can be mounted to ComNav s standard Magnetic Compasses and also to a wide variety of other brands of externally gimballed compasses The advantage of using a Magnetic Compass with a Magnetic Compass Sensor attached to it is that the Autopilot is sensing the position of the magnets on the compass card rather than sensing the earth s magnetic field directly Since the card of the compass has physical inertia it does not react immediately to the changes in the magnetic field it is immersed in
38. double press Press and release the indicated button twice in rapid succession Although this sounds a little complicated it is actually very easy to do Many users familiar with desktop computers perform a similar function when they double click their mouse pointer press and hold Press and hold the indicated button for a minimum of one half of a second This time delay is purposely programmed into the system s response to some buttons to prevent casual or accidental activation of the button function For example pressing the Fn button can depending on system configuration drastically alter the steering performance of the Autopilot maintain Hold the indicated button for as long as required to achieve a given result Example To dodge an obstacle in the water press either the PORT ARROW or STARBOARD ARROW button and maintain it in that position until the vessel has dodged clear of the obstacle in its path Document PN 29010074 V3 1 17 ComNav Commander P2 Installation amp Operation About This Manual Manual Format This manual has been formatted to be printed on both sides of the pages of the manual and on standard Letter sized paper 8 5 x 11 If you have obtained this manual as a soft copy please note that it is in Adobe Portable Document Format pdf and so may be viewed amp printed with Adobe Reader or compatible pdf format viewers When printing this manual with Reader you should sele
39. few degrees of the physical limits of rudder travel When you release the Jog Lever the autopilot will return the vessel to the current commanded Heading if in AUTO or WORK modes to the current track to the next waypoint if in NAV mode or to the current commanded Wind Angle if in WIND mode see page 130 Important You should be prepared for a change in the vessel s direction when you release the Lever A large J is displayed in the upper left corner of the Control Head s screen temporarily replacing the current mode s indicator letter whenever a Jog Lever is activated Figure 100 Typical Jog Lever Activated Screen The jog Levers are ignored when the autopilot is in STANDBY mode or in DOCKSIDE SETUP mode Document PN 29010074 V3 1 132 ComNav Commander P2 Installation amp Operation Advanced Operations Document PN 29010074 V3 1 133 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 134 ComNav Commander P2 Installation amp Operation Advanced Operations Advanced Operations WORK Mode WORK mode is special feature used under conditions that are different from normal autopilot operation Prime examples are dragging trawling and pair trawling It is also useful for towing or when traveling at very slow speeds WORK mode can be activated in either AUTO or NAV mode You can even switch from AUTO to NAV mode or vice versa while WORK mode is active Note WORK
40. it is set to Analog Shut off the autopilot then power it up in the Dockside Setup menu Ensure that the An Compass Type is set correctly for the type of Fluxgate Compass that you are using 0 If you have a Heading Rate Stabilizer the parameter should always be HRS no matter which type of Fluxgate you have Select Compass Setup amp press the Fn button After the Commander P2 has auto detected the compass or HRS it will prompt you whether or not you want to compensate it Press the STARBOARD ARROW button 8 Figure 79 Fluxgate Compass Verification amp Compensation Manually steer the vessel in a circle You may choose to steer either to port or to starboard It doesn t matter which way as long as you do not reverse direction during the procedure Boat speed does not matter either instead the speed should be high enough to hold a constant rate of turn of about 2 to 3 degrees per second meaning that the full circle should take between 2 amp 3 minutes Keep turning until the display reads COMPENSATION OK as shown above Press the PORT ARROW to go back to the Dockside Setup menu Highlight Exit and then press the Fn button After a brief pause the autopilot will restart and automatically go into STANDBY mode Now do the Compass Calibration procedure on page 104 Document PN 29010074 V3 1 102 ComNav Commander P2 Installation amp Operation Getting Started e If after sev
41. mode is not available when the Vessel Type in the Dockside Setup menu is set to Sail Initial set up of WORK mode is easily accomplished Only two parameters need to be adjusted a Work Trip Point and the Rudder Scaling Factor Some other parameters can be used to monitor and fine tune the operation of WORK mode S The Commander P2 has an automatic Off Course Alarm that will be activated should the vessel fall off the commanded heading in WORK mode by more than 20 There is a 32 second delay on this alarm Automatic WORK Mode Although WORK mode can be used manually it works best if a valid NMEA source of the vessel s speed is also interfaced to the autopilot The speed source must also be properly configured in the Auto menu see page 119 With a valid NMEA speed source WORK mode can be engaged automatically when the vessel s speed falls below the Work Trip Point and disengaged when the vessel s speed increases beyond the Work Trip Point To use Automatic WORK mode first go into either AUTO or NAV mode Then press and hold the Fn button for approximately 3 seconds until a confirming beep is heard The letter W will appear in the upper left portion of the LCD screen to indicate that the WORK mode feature is enabled If the vessel s speed is above the Work Trip Point the W will flash slowly about once per second indicating that WORK mode is enabled but not yet engaged If the W appears continuously not
42. query in the pop up window To prevent unauthorized personnel from tampering with the Watch Alarm it is recommended that you change the password sequence from the default null password You may also wish to change the password on a regular basis for security reasons To change the password enter the old password when prompied but instead of pressing the STANDBY ON OFF button to enter confirm the password press the Fn button at the same time as you press the STANDBY ON OFF button The autopilot will respond with a New Password prompt Figure 125 New Password Pop Up Window Now enter a new button sequence finishing with the STANDBY ON OFF button Once the STANDBY ON OFF button has been pushed the autopilot will store the new password sequence in its memory and the pop up window will disappear Important Be sure to record the new password sequence in a secure place in case it is forgotten The password can be changed as often as desired Document PN 29010074 V3 1 157 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 158 ComNav Commander P2 Installation amp Operation Care amp Maintenance Document PN 29010074 V3 1 159 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 160 ComNav Commander P2 Installation amp Operation Care amp Maintenance Care amp Maintenance The Commander P2 Advanced Autopilot System has been designed to prov
43. shown just to the left of the Rudder Angle Indicator and consists of a small box shape with either H for Hi or L for Lo in it If the parameter set is set to Auto then the word AUTO also appears in the box Figure 89 HI and LO Speed Icons Left of Rudder Angle Indicator Speed Trip Pt Speed Trip Point The Speed Trip Point governs the point at which the autopilot automatically transitions from the Lo steering parameters to Hi For automatic transition to take place the Parameter Set must be set to Auto Speed Source The Commander P2 can obtain information about the vessel s speed from a variety of sources that provide NMEA 0183 data outputs at either the NAV1 or NAV2 inputs on connector J9 This menu item is used to select which of the two inputs the autopilot will use The selected input can be the same one used for the Compass source see page 112 and or the Navigation data source see page 121 ALC Automatic Leeway Correction The P2 s ALC feature is turned on or off with this parameter It is active only in AUTO mode See the description of ALC on page 23 for details of what it does Thruster Assist Thruster Gain These two parameters are only available when the Thrust Type parameter see page 91 is not set to None Complete instructions are included with the CT7 Thruster Interface Document PN 29010074 V3 1 119 ComNav Commander P2 Installation amp Operation Basic Operations NAV M
44. the centerline The compass must be mounted with the correct side up that is with the cable coming out of the top of the unit The arrow labelled BOW should point forward Electrical Connection Route the Fluxgate Compass cable from the Fluxgate Compass to the location where the SPU will be Avoid running the cable parallel to antenna cables AC power or DC wires cables carrying heavy current Excess cable should be coiled up ComNav recommends that the cable NOT be shortened If the cable is too short plug in Compass Extension Cables are available in various lengths from your ComNav Dealer Cutting and splicing the Fluxgate Compass cable is NOT recommended See Compasses on page 62 for further details on connecting the cable to the SPU Document PN 29010074 V3 1 47 ComNav Commander P2 Installation amp Operation Installation Heading Rate Stabilizer The HRS is an optional accessory for the ComNav Fluxgate Compass Please refer to the All Models information in the Installation Instructions that come with the HRS for mounting amp electrical wiring information See Compasses on page 62 for further details on connecting the HRS cable to the SPU 45 Compass Transducer Mounting Choose a location for the Compass Transducer For best performance it should be mounted as close as possible to the vessel s center of pitch and roll This is typically low in the vessel at or about the waterline and slightly aft of the
45. to the SPU Should be BATT PWR ano on whenever the autopilot is turned on An indication of the power available for the output Drive Drive Power Ee should be brightly lit whenever the autopilot is on If it is off check fuse F2 VCC is the voltage supplying the logic circuits on the SPU The voltage is VCC nominally 5 25 VDC and can be measured at testpoint TP3 with respect to ground GND SW D B This indicator will be on whenever the Switched B output is turned on SW D GND This indicator will be on whenever the Switched Ground output is turned on For systems that utilize Solenoid steering valves this LED will be lit whenever the solenoid is activated For Reversing Motor systems this LED will be shut off whenever the motor is activated in one direction which direction depends on how the reversing motor was plumbed in and wired M1 PORT For systems that utilize Solenoid steering valves this LED will be lit whenever the solenoid is activated For Reversing Motor systems this LED will be shut off whenever the motor is activated in the opposite direction to the M1 output M2 STBD This LED will be lit whenever the autopilot receives serial data on the NAV1 input Note that this indicator only shows that data was received It does not mean that the data received is valid Typically this LED will flash ata rate of about once per second for regular data from a GPS or Chartplotter it will flash at a rate of about
46. 0074 V3 1 114 ComNav Commander P2 Installation amp Operation Basic Operations Power Steer Menu The Power Steer menu contains the mechanical steering parameters which are common to all modes To access the Power Steer menu double press the P STR button Figure 84 Power Steer Menu Stdby P Str Limits Power Steer Rudder Limits When you set up the Commander P2 system see Setup Procedures on page 92 you will move the rudder from hard over port to hard over starboard so that the autopilot can measure these positions These hard over positions are known as the physical limits beyond which the rudder simply cannot be turned However you can artificially limit the rudder travel through the autopilot software To do so set the Power Steer Limits to the number of degrees port and starboard that you would like to limit the rudder movement to These rudder limits will be in effect whenever the autopilot is in POWER STEER mode and during all Dodge and Jog Lever turns The minimum setting is 5 the maximum is the same as the physical limits measured in Dockside Setup Setting the limits to Off means that the full range up to the physical limits will be allowed The range beyond the selected limits will be shown on the bottom bar of the Rudder Angle Indicator display during normal operation in a contrasting colour on a colour Control Head and in a light grey on a monochrome Head Auto Nav Limits Th
47. 1 73 74 75 75 75 75 76 76 77 77 77 31 81 82 84 85 86 87 87 88 89 89 89 89 91 91 91 91 92 92 93 95 97 ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tables Compass Setup Dockside 98 Compass Setup On the Water 100 Compass Compensation 100 Magnetic Compass Sensor 100 Heading Rate Stabilizer 101 Fluxgate Compass 102 45 Compass Transducer 103 Compass Calibration 104 Sea Trials 105 Adjust Rudder Gain amp Counter Rudder for Low Speed 105 Adjust Seastate for Low Speed 106 Adjust Turn Rate for Low Speed 106 Adjust Rudder Gain amp Counter Rudder for High Speed 106 Adjust Seastate for High Speed 106 Adjust Turn Rate for High Speed 106 Adjusting for Sea Conditions 107 BasicOperations ciali 111 Standby Mode 111 Rudder Angle Indicator RAI 111 Standby Menu 112 Station Lock 112 Default Turn 112 Compass Source 112 Compass Cal Compass Calibration 113 Backlight Level 113 Contrast monochrome only 113 Graphics monochrome Display colour 113 Watch Alarm 113 Fishzag Time 113 Battery 113 Power Steer Mode 114 Power Steer Menu 115 Stdby P Str Limits Power Steer Rudder Limits 115 Auto Nav Limits 115 RAI Offset 115 Auto Mode 116 Auto Menu 117 Rudder Gain 117 Counter Rudder 118 Seastate 118 Turn Rate 118 Parameter Set 119 Speed Trip Pt Speed Trip Point 119 Speed Source 119 ALC Automatic Leeway Correction 119 Thruster Assist 119 Thruster G
48. 10 times per second when connected to a heading source such as an NMEA compass If the LED does not flash and you are sure the sending device is sending data try reversing the wires from the device connected to J9 NAV I O This LED operates identically to the NMEA 0183 IN 1 but shows the RE reception of data for the NAV2 input This LED flashes whenever NMEA 01838 serial data is sent out of the SPU NMEA 0183 IN 1 NMEA 0183 OUT During normal operation this LED will flash at a rate of about ten times per second ComNav Network RX This LED is reserved for possible future use ComNav Network TX This LED is reserved for possible future use Table 13 Diagnostic LEDs Document PN 29010074 V3 1 175 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074 V3 1 176 ComNav Commander P2 Installation amp Operation Appendices Appendix 5 Upgrading Firmware The Commander P2 Advanced Autopilot System is the result of extensive development and testing programs ComNav is constantly doing research and development related to our Autopilot Systems From time to time this can result in new features and benefits that can be incorporated into an existing system installation in the field by a ComNav Dealer or even by the vessel operator For the Commander P2 system this is done with a Firmware Upgrade Kit PN 30110011 The kit contains the required cable instructions and a CD w
49. 35 Figure 15 CR 203 Handheld Remote AAA 36 Figure 16 TS 203 Re 37 Fowey OO LEVO eet ee 38 Figure 18 External Rudder Angle Indicator 3 Model 38 Figure 19 Twin Fin Wind TraNSCUCCI EE 39 Silent 40 Figure 21 Drive Boxes to me et all NG EE 41 Figure 22 Hydraulic Pump amp Solenoid Value i 42 Roure 23 e TN EE 42 Figure 24 Rudder Follower Linkage Geometry iii 51 Figure 25 Typical Arrangement of Linear Rudder Follower on an Outboard s Steering CGvlmder 52 Figure 26 Band Clamp and Plastic Brackets ii 53 Figure 27 Installed Arrangement Of BracketS ii 53 Figure 28 Fasteners Stainless Bracket Arrangement 54 Figure 29 Removal of SPU Wiring Cover iii 57 Figure 30 SPU Connector Vining Label esos seks cater denne E E ii 57 Figure 31 Typical Battery Connection t0 SPU luii ia ea 58 Figure 32 Typical Battery Connection to Drive BOXES rss rr rr rr rr rr nn nr RR RAR RAR RR RR KRA rena nn nn 59 Figure 33 Reducing Supply Voltage LOSSEeSs ie 59 Figure 34 Wiring Connections for Control Head Handheld Remotes and Fixed Remotes 60 Figure 35 Wiring Connections for Jog L VEeIS c sscecccceccssseeeeeececcacsseeeceeeecasenseeeeeseasseeeeeeesessocasseseeesseanaseeeees 61 Figu
50. ADC max Colour 350 mADC max Drive Output 20 Amps max Navigational Interface NAV1 input NMEA 0183 compliant optically isolated 4800 Baud NAV2 input NMEA 0183 compliant optically isolated auto baud detecting 4800 9600 19 2K and 38 4K Baud NMEA 0183 output Heading 10x per second amp Autopilot status 1x per second NMEA 0183 compliant RS 422 compliant RS 485 compliant 4800 Baud 8 data bits no parity one stop bit Course Resolution AUTO mode NAV mode 0 1 External Rudder Angle Supports up to five 500uA instruments Rudder Follower Input 1 0 4 0 VDC centered at 2 5 VDC 7 6 metres 25 standard EE Custom lengths up to 30 metres 100 available Table 14 General Specifications Document PN 29010074 V3 1 179 ComNav Commander P2 Installation amp Operation Appendices Compass Safe Distances The following Compass Safe Distances were determined using a UKAS calibrated 23 Axis Magnetometer for both standard compasses and steering emergency compasses Standard Steering Compass Compass Limit Limit 5 4 H 18 H 20110006 Signal Processing Unit SPU 16 5 cm 20110002 20110003 Control Head 21 cm ComNav PN Description 20310025 TS 203 Fixed Remote 20310003 Jog Lever c w 2 sets of switches 20330008 Medium Duty Rotary Rudder 20 cm 8 cm Follower 20330012 Heavy Duty Rotary Rudder 62 cm 40 cm Follower H horizontal flux density in uT Table 15 Com
51. Compasses If you have a 45 Compass Transducer with your Commander P2 SPU it is also connected to the eleven position plug that fits into the J8 receptacle Wire as per the following diagram Note more than one wire will fit into the V and GND connections so you can connect a 45 Compass Transducer and an analog compass at the same time You may then select either as the Compass Source see page 112 at any time during operation Figure 38 Wiring Connections for 45 Compass Transducer Document PN 29010074 V3 1 62 ComNav Commander P2 Installation amp Operation Installation Wind Transducer If you are connecting a ComNav Twin Fin Wind Transducer to the Commander P2 SPU it must also be connected to the eleven position plug that fits into the J8 COMPASS receptacle Wire as per the following diagram Note more than one wire will fit into the V and GND connections so you can connect a Wind Transducer and an analog compass and or a 45 Compass Transducer all at the same time Figure 39 Wiring Connections for Twin Fin Wind Transducer If your vessel is equipped with a ComNav NX2 Wind Data Instrument PN 20620050 or an Classic Nexus or NX2 Network System various PNs you can use the Wind transducer with both the Commander P2 autopilot and the Instrument or System either individually or at the same time by wiring it up as shown in one of the following diagrams Figure 40 Wind Transducer with
52. Control Head if any problems are encountered i Ps FE Ei CLA Leche atri pe Lu TE ial Ca Si GG Gd e d EW Di PET ELY _ RS zl zc ert DG BOOST 1 200 s t L RW W i RW i W RW vi m eg en oL DDER j Misc THRUS Sau comha CONTRE Mia AUS FOLLI LOW IER i Gite UT no FACE COMPASS HAV HO HEDNORK H E joven ou fe 7 Ja J9 J10 JA J12 J13 Figure 5 The Commander P2 SPU with Wiring amp Diagnostic Covers Removed Document PN 29010074 V3 1 29 ComNav Commander P2 Installation amp Operation System Overview Compasses The Compass is a critical component in the proper operation of the Commander P2 Autopilot System The autopilot system s ability to steer the vessel to a given Heading desired by the Operator can only be as accurate as the Compass The Commander P2 system is capable of using a variety of different compasses These are discussed below Various combinations of these compasses and related accessories are often required It is always a wise and safe choice to have at least two compasses and or other Heading sensing devices on board Vector G2 and G2B GPS Compasses PN 11210001 G2 PN 11210004 G2B The ComNav Vector GPS Compasses are state of the art devices which provide accurate 2D Heading amp Position data to autopilots sonar chartplotters AIS transponders and other NMEA 0183 devices i Com Nav fa Figure 6 Vector G2 GPS Compass Built in DGPS processing capability p
53. DESIRED TO THE RUDDER HEADING AND CONTROLS THE MOVES THE RUDDER IN RESPONSE TO STEERING SYSTEM CONTROL SIGNALS FROM THE SPU ACCORDINGLY Figure 1 Basic Autopilot System The Compass indicates the direction in which the boat is pointed often referred to as the Actual Heading Depending on the type of boat amp installed equipment the Compass may be a magnetic compass an electronic fluxgate compass a gyroscopic compass or a GPS Compass A reliable compass is absolutely vital to the autopilot because without a compass the autopilot has no way of knowing which way the boat is headed The actual heading is fed electronically from the Compass to the Processor SPU which is the heart of the autopilot The SPU contains the microprocessor s amp other electronic hardware and the sophisticated control software necessary to steer the boat on any Desired Heading Document PN 29010074 V3 1 19 ComNav Commander P2 Installation amp Operation How Autopilots Work The Control Head normally located in the wheelhouse is the interface between the user that s you and the autopilot The Control Head displays information about what the autopilot is doing It has various controls buttons amp or knobs that allow the user to give commands to the Autopilot The final part of the picture is the Steering System In order for the autopilot to steer the boat there must be some a steering system i e actuator capable of moving th
54. Dockside Setup menu are not simple parameters but instead are automated scripts sequences of pre defined steps that perform a variety of functions and system tests The letters Fn on the right hand side of the display identify the items that are scripts To activate the associated script press the Fn button Document PN 29010074 V3 1 86 ComNav Commander P2 Installation amp Operation Getting Started Figure 64 Dockside Setup menu page 1 Reset Caution Pressing the Fn button when this item is highlighted will reset ALL parameters in the entire autopilot system back to the factory default settings This means any configurations or adjustments you have already made WILL BE LOST Use this feature only on the advice of an authorized ComNav service representative Vessel Type Set this to most closely match the type of vessel that the autopilot is installed on The system then automatically uses a set of steering parameters that have been found to work reasonably well with typical vessels of the chosen type Setting Vessel Type Commens Choose this setting for full displacement vessels Full Displacement that do not plane or rise out of the water at cruising speed Semi Semi Displacement Choose this if your vessel rises partially out of the water at cruising speed piane Planing Hulls Choose this for vessels that are mostly out of the water at cruising speed Choose this for planing hull vessels with outboards
55. Each of these points of sail is defined by the angle of the wind relative to the boat on either port or starboard tack In the Alternate WIND mode the autopilot will steer the boat so as to maintain the wind angle at one of these points Moving the COURSE CHANGE knob one click will change from one of these points of sail to the next Port Tack Alarm Stbd Tack Alarm These parameters should not be used They are for a mode NAV WIND mode which was available on some versions of the Commander P2 Use of NAV WIND mode is no longer recommended or supported Document PN 29010074 V3 1 145 ComNav Commander P2 Installation amp Operation Advanced Operations Special Turns There are a number of Special Turns pre programmed into the Commander P2 system Special Turns can be executed only in AUTO WORK amp WIND modes To execute a Special Turn with the autopilot in the appropriate mode 1 Press the TURN button The default special turn will be displayed along with a query for a direction Figure 111 Typical Special Turn Query 2 If a different special turn other than the default shown is desired press the TURN button again The next special turn in the available list will be shown Press the TURN button again and again until the desired special turn is shown 3 Press either the PORT or STARBOARD ARROW button to select the direction in which to execute the Special Turn The default Special Turn can be changed as desired
56. English Frangais Espanol Islenska Italiano J LI Language Standby Menu Station Lock Lock Unlock Unlock U Turn Circle M O B Fishzag Pre Tack Analog NAV1 NAV2 Default Turn U Turn Compass Source NAV1 Compass Cal 0 359 Set at Runtime Backlight Level Contrast monochrome Control Heads Norm Rev monochrome Control Heads Norm Graphics H H Colour Control Heads Off 1 30 Off Display Watch Alarm 30 300 Fishzag time Battery Read only value n a gt e DJ 00 O Document PN 29010074 V3 1 191 ComNav Commander P2 Installation amp Operation User Notes amp Settings Default Value User Settings 1 User Settings 2 Limits from Dockside Setup Limits from Dockside Setup prote os de L_________ Auto Menu cam Tre CE ener E I CI CE EE I E I pma E s Pamesa E pe Zeen I I CEE une O mo I I I Thruster Assist Off or only if Thrust Type 1 7 in 0 5 steps Off is not None Thruster Gain only if Thrust Type Low Med High Low is not None Nav Menu Waypoint Arrival Silent Manual Auto ne Document DN 29010074 V3 1 192 ComNav Commander P2 Installation amp Operation User Notes amp Settings Default Value User Settings 1 User Settings 2 Work Menu Work Men en TI I CO O O O CE O I sone posos fie o Wind Menu rasa RTARTA je NAV2T CT for mme I fe Eee O O CE O O I seme e e CE I O I mame se le eis O O Port Ta
57. NS eegen 43 55 Special TUMS EE 34 144 OPECHICAUHONS r aisi 177 Speed Gource ii 117 Speed Trip Point ra leale 117 SPU realisti 17 25 27 54 Standby Menia hot 110 STANDBY mode 65 79 80 95 98 100 101 102 109 165 171 STANDBY ON OFF button 80 STARBOARD ARROW button 81 Station LOCK UNMOCK vas coicccccciesiedeccs vaeciecedeccusceasees 110 152 Steering SYStemM i 43 Steering To Along a Track 124 _T Tack and Gybe Inbubute rn 137 TACK TUMO EEN 150 ACK EE 137 Technical Heouremente rr nana 43 TMrusterASssistiicolliula lalla 117 leg CET arl 117 TMNUSsterMAXssll ei usi 89 bet C MIN setole sedd ene 89 Thruster Type E 89 te 121 122 124 125 128 EE EE 134 TS 209 REMOTE EE 35 171 TURN DUON BEE 81 PUMA RAL EE 103 104 116 134 Twin Fin Wind Transducer n 37 Document PN 29010074 V3 1 187 Index U Upgrading Firmware i 175 ser NOlES eege ee Ee 192 User SEIN EEN 189 Ba E 145 Wi Vector G2 amp G2B GPS Compasses 28 Vessel TYPO orti 85 W VT ale EE 1 43 Watch ET EE 111 153 Watch Alarm Password 153 WayPoint de E 119 Wind menu 81 136 137 139 140 149 150 151 167 WIND mode 133 136 137 138 139 140 141 149 150 151 165 WIND mode Alternate Display 140 143 Viet Kn orlo 143 Wind Shift Delay rn rna nanna 143 WING SOUFCe o
58. NX2 Wind Data Instrument Document PN 29010074 V3 1 63 ComNav Commander P2 Installation amp Operation Installation Figure 41 Wind Transducer with Classic Nexus or NX2 Network Server Rudder Follower The Rudder Follower is connected to the four position receptacle on the SPU labelled J4 RUDDER FOLLOWER Wire the Rudder Follower to the plug in connector as per the following diagram Figure 42 Wiring Connections for Rudder Followers Document PN 29010074 V3 1 64 ComNav Commander P2 Installation amp Operation Installation Rudder Angle Indicators The Commander P2 system will drive up to five 500 microampere Rudder Angle Indicator RAI meters such as those supplied by ComNav PN 20360014 Mounting instructions are included with each meter Wire the meter to the plug for the SPU receptacle labelled J5 RAI OUTPUT If you have more than one RAI meter they should all be wired in series as shown below Figure 43 Wiring Connections for Rudder Angle Indicators Document PN 29010074 V3 1 65 ComNav Commander P2 Installation amp Operation Installation Drive Outputs The Commander P2 s SPU is capable of directly driving a variety of steering systems Optional Drive Boxes are available for those systems not handled directly by the Commander P2 Contact your ComNav Dealer for more information Reversing DC Motor Hydraulic Systems The Commander P2 SPU can directly handle reversing DC motor h
59. O LA SE SE DE u ola s nl ComNav Commander P2 Installation amp Operation Appendices Note the Heading value used by the Commander P2 may be in Degrees Magnetic or True depending on which sentences are received assuming all sentences have valid data e fall of HDM HDT amp HDG are being received or just HDT amp HDG or just HDM amp HDG then the autopilot will use Magnetic Heading indicated on the display by an M beside the Heading value see page 111 and will use the data value in the HDG sentence e If only HDM amp HDT are received or just HDT then the autopilot will use True Heading indicated by a T from the HDT sentence e If only HDM is received then the autopilot will use Magnetic Heading indicated by an M from that sentence Messages Transmitted The Commander P2 outputs NMEA 0183 compliant data at 4800 Baud on the OUT A B pins of the J9 NAV I O connector which may be used by NMEA 0183 compliant LISTENERS or may be used to observe amp or record various Commander P2 parameters for diagnostic purposes while the system is running The Commander P2 outputs 3 sentences HDG Heading Deviation amp Variation HDT Heading True PCMNS ComNav Proprietary Sentence HDG amp HDT are output at 9 times per second The TALKER Identifier is AP in all cases All messages have valid checksums The PCMS sentence is output once per second if the Vessel Type in the Do
60. OARD ARROW button on the Control Head Using Control Head extend the rod as far as it will travel in the other direction The Autopilot should stop driving the cylinder shortly after the rod fully extends Check the steering system s highest reservoir re fill if necessary Close the opened bleed screw re position the catch can and open the other screw so that the cylinder will be bled when the rod is extended in the original direction Use the Control Head to fully extend the cylinder rod to the other side Check re fill the highest reservoir Repeat steps 6 through 10 at least ten times until all air has been removed from the cylinder and lines that is no air bubbles appear along with the oil coming out of the opened bleed screw or trapped in the oil Close all bleed screws Clean up any spills of oil and wipe fittings clean Move your funnels catch cans etc away from the steering system Use the Control Head to extend the rod fully in one direction and then the other Check for leaks by looking for spilled hydraulic fluid near or on fittings and cylinders Figure 74 Bleeding Cylinder Rod moving right When all Bleeding is done press the Fn button on the Control Head to carry on with the Drive Setup Document PN 29010074 V3 1 96 ComNav Commander P2 Installation amp Operation Getting Started Drive Setup continued 6 When you press the Fn button when the Bleed screen was displayed aft
61. OFF button The autopilot will switch first to STANDBY mode if it was not already there But then if you keep pressing the button the autopilot will start a 3 second power down sequence Once the countdown has expired the display will prompt you to release the STANDBY ON OFF button and once you do the whole autopilot system will immediately shut off Figure 60 Power Off Sequence If you release the STANDBY ON OFF button before the 3 second countdown has completed the autopilot will abort the countdown and remain in STANDBY mode Document PN 29010074 V3 1 81 ComNav Commander P2 Installation amp Operation Getting Started Using the Control Head LCD Screen amp Buttons ComNavyv NAV pale cl d IT RB Ae SA ER Sa fi i CAT d o WRC Fk Wi LS T k 1 i ZE Z S W k 5 aarti uel eet hot EC ol ere Oo ie op eral PET EIER MEd e Lal Commander E Ti AANE E UL I DI E I TI Figure 61 Using the Control Head The elements of the Control Head with reference to the identifiers above are 1 Document PN 29010074 V3 1 LCD Screen As long as the Commander P2 system is powered on the LCD screen normally displays the compass heading rudder angle and mode of operation it can also be displaying desired heading system status other information and various menus The overall set of items being displayed changes in response to the various command buttons listed below the screen
62. RT or STARBOARD ARROW buttons are used to determine the initial turning direction For best accuracy do not adjust vessel speed once this turn has been initiated Document PN 29010074 V3 1 149 ComNav Commander P2 Installation amp Operation Advanced Operations Fishzag Figure 118 Fishzag Turn Query al SER d me V Figure 119 Fishzag Turn As its name implies the Fishzag turn was developed specifically for fishing When this Special Turn is executed the autopilot maintains the present course for the time interval specified by the Fishzag Timer in the Standby menu Once the timer has expired the autopilot will make a 60 course change in the direction specified when you pressed the PORT or STARBOARD ARROW button After 30 seconds the autopilot will return to the original course and start the timer over again This time when the timer goes off the autopilot will make a 60 course change in the opposite direction Again after 30 seconds the autopilot will return to the original course where the cycle repeats itself The Fishzag turn has the effect of dropping the fishing gear behind one side of the boat and raising the gear slightly on the other side while the boat is turning This has been shown to be an effective means of luring fish to strike To cancel the Fishzag turn press the TURN button again or switch modes Document PN 29010074 V3 1 150 ComNav Commander P2 Installation amp O
63. S Be AED HEADING RATE STAR cry BEST EHF T TE ma ai ia Cee Figure 11 Heading Rate Stabilizer The Heading Rate Stabilizer measures the horizontal component of the rate of change in the vessel s heading and adjusts the compass reading to minimize the effects of pitch and roll fast turn rates and northerly turning error The heading output provided to the Autopilot is dramatically improved in terms of dynamic responsiveness and stability enabling the Autopilot to perform more accurately and efficiently The ComNav Heading Rate Stabilizer is designed to work with ComNav s Fluxgate Compass PN 20320004 Other Compasses ComNav recommends the use of ComNav s own compasses for the best performance of the Commander P2 Advanced Autopilot system but you certainly may decide to use either a fluxgate compass or a magnetic compass from another manufacturer See your ComNav Dealer or consult the factory for information on interfacing these compasses with the Commander P2 system Document PN 29010074 V3 1 33 ComNav Commander P2 Installation amp Operation System Overview Rudder Followers Standard Rotary Rudder Follower amp Rudder Linkage PN 20330008 amp 20330007 The ComNav Commander P2 is normally supplied with a ComNav Medium Duty Rotary Rudder Follower The Rudder Follower is used to transmit the position of the vessel s rudder to the SPU It should be connected to whichever part of the steeri
64. T or STARBOARD ARROW button to indicate the direction in which the turn will be executed See Default Turn on page 112 for more details on setting the default turn from the Special Turns available STARBOARD ARROW button Pressing and holding this button while in POWER STEER mode moves the rudder to starboard for as long as the button is held Pressing and maintaining this button while in AUTO NAV WORK or WIND modes allows you to avoid obstacles in the vessel s path by turning to starboard Releasing the button automatically recovers your original Heading Track or Wind Angle FUNCTION Fn button This is a multi function button e On all vessels except sailboats this button invokes WORK mode while in AUTO or NAV modes Double pressing the button will bring up or cancel the Work mode menu e If the Commander P2 is installed on a sailboat this button invokes WIND mode while in AUTO mode Double pressing the button will bring up or cancel the Wind mode menu e Pressing this button when an alarm condition occurs in the autopilot suppresses the alarm e This button is also used during Dockside Setup to initiate the automatic learning features of the autopilot COURSE CHANGE knob This is used in several ways e In POWER STEER mode one click changes the rudder angle by approximately of a degree A quick spin moves the rudder approximately 7 degrees e In AUTO mode turning the knob one click will change the comma
65. TERY TOO HIGH FAULTY HEAD FUSE F2 FAULTY LOW BATTERY ROM ERROR RFU NOT FOUND Description One or more of the auxiliary Control Heads or Handheld Remotes connected to the SPU are not compatible with the autopilot system Typically this is caused by using Heads or Remotes with firmware versions that are incompatible with that of the SPU Contact your ComNav Dealer for a Firmware Upgrade Battery voltage has risen above 40 VDC Check all wiring and charger systems The main Control Head is not responding to the SPU Check all wiring Fuse F2 on the SPU has blown This fuse supplies current to the drive outputs Check all wiring and verify that all output loads solenoids pump motors etc are within the specifications given for the SPU Replace the fuse with the same type only The Commander P2 has detected that the battery supply voltage is less than 10 VDC which is too low to continue safe operation Check all wiring and the battery ies The Commander P2 has detected a problem in its program memory Return the unit to your ComNav Dealer for repair The Commander P2 cannot detect the presence of a Rudder Follower Unit Check all RFU wiring If no faults are found the RFU may be defective Contact your ComNav Dealer for repair advice or replacement Table 12 Critical Error Messages Document PN 29010074 V3 1 171 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074
66. U Document PN 29010074 V3 1 49 ComNav Commander P2 Installation amp Operation Installation Rudder Follower The Rudder Follower is used to transmit the position of the rudder back to the Autopilot It should be connected to whatever parts of the steering system the Autopilot controls Normally this will be the vessel s rudder However if the vessel has a two stage steering system where the Autopilot drives a control or servo ram the Rudder Follower should be mounted to the servo ram rather than to the rudder Normally the Rudder Follower is mounted in the stern of the vessel close to the rudder post A mounting base may have to be fabricated to position the Rudder Follower properly Mount the Rudder Follower in a location where the possibility of damage from any equipment stowed in the area is minimized Note If you are connecting the Commander P2 to a mechanical Cable Drive for vessels that use cable steering instead of hydraulic steering the rudaer follower is built into the Cable Drive See the Cable Drive Installation Manual for details Rotary Rudder Follower Mounting Mount the Rudder Post Arm on the rudder post using a stainless steel band clamp not supplied Bolt the ball joint to the hole in the Rudder Post Arm corresponding to the diameter of the Rudder Post in inches making sure the ball is facing upwards Mount the Rudder Follower so that the Rudder Follower Arm is the same height as the Rudder Post Arm
67. a 1 V D i Li a n Af mm Sr CH n D a Sab E I H 5 F i wi m gt wi P j P ty a Figure 126 JP12 amp JP13 in Factory Default Position left and After Moving Shunts right 6 Replace the SPU enclosure top and secure it with ten sheet metal screws 7 Replace all wiring plugs and the wiring cover You will now be able to turn on power from the auxiliary heads simply by pressing the STANDBY ON OFF button Note that the Commander P2 always powers on in STANDBY mode with the main Control Head in command regardless of which station was used to turn the power on If power was turned on from one of the auxiliary stations then to use that station you must first take command by pressing the PORT and STARBOARD ARROW buttons Note Power cannot be turned on from a CR 203 or TS 203 Remote Document PN 29010074 V3 1 173 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074 V3 1 1 4 ComNav Commander P2 Installation amp Operation Appendices Appendix 4 Diagnostic LEDs The Signal Processor Unit is equipped with a number of Light Emitting Diode LED lamps that can assist in trouble shooting should a problem arise with the autopilot system To observe the LEDs remove the metal cover on the Diagnostic section On whenever there is an alarm condition on the SPU Lights in conjunction ALARM l with the audible alarm A general indication of the Battery Power supplied
68. a i aa 129 Figure 98 Vessel Track During a Dodge Manoeuvre in AUTO Mode sissmnnprsrssrrrsrsrrrrrrererrrrrrrrererrrrr renen rr rr r nr rr rr rn nn nan 130 Figure 99 Holding at a Heading Part way Through a Dodge fum 131 Figure 100 Typical Jog Lever Activated Green 132 Figure 101 Typical WORK Mode Screen Engaged iii 135 Sie W INT E en E EE 137 Figure 103 Typical WIND Mode Screen Normal Display ccccccsseeeceeececeeeseeeeeeeesaeeeeeeeeeeseeeaseeeeeeeseesaaaeeeeeeees 138 Figures t04 WIND leen Ee QUC EE 139 Figure 105 Tack Response for Various Points Of Ga 140 Figure 106 Gybe Response for Various Points Of Ga 141 Figure 107 Typical ALTERNATE WIND Mode Gcreen renar rr rr r arr rr ARK RR a RR RR RR ARSA R RAR nanna 142 Figure 108 Commanded Wind Angle Changed to ou 143 Figure 109 Arrow Outline Shows Commanded Wind Ange 143 Figure 110 Wind Menu pages 1 amp EE 144 Figure 111 Typical Special Turn QUery ii 146 Bieden 147 Figure Tis U Turn Vessel GC EE 147 Figure 14 Circle Turn Query EE 148 Figure 115 Circle Tura Vessel EE 148 Figure 1 Gas MOB Rn RTE 149 Figure TT MOB TUN Vessel Pa eiscer score nee os renekndads snar EEA Reade AEE sages ENS 149 Foure 118 Fishzag TUM EE 150 Foure ATO gt EE Le TUIN secere r a E SR 150 Document PN 29010074 V3 1 12 ComNav Commander P2 Installation amp Operation Table of Content
69. ain 119 Document PN 29010074 V3 1 ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tables NAV Mode 120 Nav Menu 121 Nav Source 121 XTE Limit Cross Track Error Limit 121 WayPt Arrival Waypoint Arrival 121 Correction 122 XTE Sense Cross Track Error Sense 122 Max Correction 122 Commanded Heading Displayed 123 Correction set to CTS Steering a Direct Bearing 123 Correction set to XTE Cross Track Error Steering 124 Correction set to Both Steering To Along a Track 126 Alternate NAV Display 128 Dodge 129 Jog Lever Turns 132 Advanced Operallonsasi vallo 135 WORK Mode 135 Automatic WORK Mode 135 Manual WORK Mode 136 Work Menu 13 Rudder Bias 137 Autotrim 137 Work Trip Pt Work Trip Point 137 Rudder Scale Rudder Scale Factor 137 Work Mode State 137 WIND Mode 138 Tacking 139 Gybing 141 Alternate WIND Mode Display 142 Wind Menu 144 Wind Source 144 Wind Shift Wind Shift Alarm 145 Wind Shift Delay 145 Preset Tack Angle 145 Close Haul Def 145 Close Reach Def 145 Beam Reach Def 145 Broad Reach Def 145 Gybe Hold Point 145 Port Tack Alarm 145 Stbd Tack Alarm 145 Special Turns 146 U Turn 147 Circle Turn 148 M O B Man Over Board 149 Fishzag 150 Pretack Preset Tack 15 Tack 152 Gybe 153 Document PN 29010074 V3 1 9 ComNav Commander P2 Installation amp Operation Multiple Control Heads amp Auxiliary Controllers Station Lock Unlock Watch Alarm Ente
70. al rated Water especially sea water is an EXCELLENT conductor of electricity and can complete a path to AC Ground through a person s body causing injury or death if a tool malfunctions or short circuits Battery powered tools are STRONGLY recommended lt If AC tools are used they MUST be plugged into a circuit that is adequately protected against Ground Faults and other safety hazards in accordance with local electrical codes Steering System To obtain the best performance from your Autopilot your vessel s steering system must be in good working order The hydraulic system should be bled and should be operating with minimal play When installing a Reversing Motor Pump a Constant Running Pump or an Engine Driven Pump it is recommended that you install shutoff valves on all hydraulic lines between the Pump and the steering system Power Supply For reliable operation of your Autopilot your vessel s power supply system must have an adequately breakered or fused DC direct current power supply at a nominal voltage of either 12 or 24 volts If the circuits are fused a switch should also be provided Ensure that adequate wire sizes are used to handle the expected maximum currents Special Tools A slot screwdriver with a tip size of 2 5 mm 0 1 is required for tightening the small screws of the wire clamps in the plugs which mate with the SPU s pin receptacle connectors Other general purpose tools such as
71. alarm is OFF This will not be a problem with many types of alarms however with certain types of sensitive Piezo electric audible alarms the leak current can cause a constant low level tone from the Piezo device An Application Note is available which describes this potential problem in detail with suggested remedies The Note also lists a number of Piezo alarms which are known to work well with Commander P2 system Please ask your ComNav Dealer or go to ComNav s web site for Application Note 2007 01 Document PN 29010074 V3 1 1 ComNav Commander P2 Installation amp Operation Installation Some installations require separate monitoring for power failures This can be accomplished with the following circuit which utilizes two relays The coil voltage of the relays should match the supply voltage for the autopilot The Alarm Supply which must be a separate dedicated supply from the autopilot supply should match the voltage of the alarm Figure 55 External Alarm SW D B Output with Power Fail Option The alternative circuit using Switched B as the alarm output VY KA KA 7 KVA x E c f Figure 56 External Alarm SW D B Output with Power Fail Option Document PN 29010074 V3 1 72 ComNav Commander P2 Installation amp Operation Installation NMEA 0183 Input amp Output The Commander P2 has ability to accept digital information formatted according to the NMEA 0183 standard
72. ally the vessel will come back onto course with minimal rudder movement Increasing the Seastate setting can reduce wear on the steering system because it will not be working so hard Change Turn Rate as required to maintain safe turning rates for given sea conditions Document PN 29010074 V3 1 107 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 108 ComNav Commander P2 Installation amp Operation Basic Operations Document PN 29010074 V3 1 109 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 110 ComNav Commander P2 Installation amp Operation Basic Operations Basic Operations This chapter describes the basic modes of operation of the Commander P2 Advanced Autopilot system and shows you how to use them Standby Mode The autopilot always turns on in STANDBY mode In this mode the autopilot displays the vessel s heading and the rudder angle but has no control over the steering of the boat Beside the heading value is an indicator as to whether the directional value is in Degrees Magnetic or Degrees True This is determined automatically by the Commander P2 based on the type of Compass Source all analog compasses are in Magnetic while NMEA compasses may be in Magnetic or True depending on how they are configured see page 166 for more details This indicator appears in all operating modes whenever the vessel s heading is being displayed
73. ameters To access the Auto menu double press the AUTO button Figure 86 Auto Menu pages 1 amp 2 Rudder Gain Rudder Gain is a measure of the amount of corrective rudder that will be applied for a given course error The Commander P2 is able to accommodate a wide range of rudder gains but restricts the user to a certain portion of this range depending on the type of vessel the autopilot is installed on Note that there are two numbers shown for Rudder Gain The number on the left is the value used when the autopilot is operating in LO speed The number to the right is the value used when the autopilot is operating in HI speed Note that if the autopilot is in LO speed only the low speed rudder gain will change when you rotate the COURSE CHANGE knob the high speed rudder gain value will be shown in a grey tone Similarly if the autopilot is operating in HI soeed the COURSE CHANGE knob will only affect the high speed rudder gain value and the low speed value will be shown in grey The parameter values do not have any units The following diagram provides a general guide to setting Rudder Gain Figure 87 Guidelines for setting Rudder Gain Document PN 29010074 V3 1 117 ComNav Commander P2 Installation amp Operation Basic Operations Counter Rudder Counter Rudder is a measure of how much rudder is applied for a given rate of change in course error If the course error is increasing the counter rudder adds
74. an important safety feature Important If your Commander P2 system is equipped with Jog Levers you must be aware that they can be activated any time the autopilot is turned on They can not be locked out Ensure that appropriate measures are taken to ensure that they cannot be activated by accident Document PN 29010074 V3 1 154 ComNav Commander P2 Installation amp Operation Advanced Operations Watch Alarm The Watch Alarm is a special timer that is built into the Commander P2 autopilot It measures how long it has been since any of the buttons on the Control Head have been pressed If the time exceeds the amount set for the Watch Alarm parameter in the Standby menu an alarm is set off to alert the helmsman e There are two ways that the Watch Alarm feature can be configured 1 The Watch Alarm can be set to bring up an alarm message and sound the audible alarm on the Control Head At the same time the audible alarm on the SPU will sound Once the alarm is set off it can only be reset by pressing the Fn button 2 The Watch Alarm can be set up to operate exactly in the same manner as above but in addition if the alarm is not reset by pressing the Fn button within 30 seconds an external alarm connected to the SPU will be activated The external alarm can be used to alert ship s personnel that the helm may be unattended To use the Watch Alarm as per option 1 above the Alarm O P parameter in the Dockside Setup menu must
75. anual see the Basic Operations chapter for Standby Mode Power Steer Mode Auto Mode amp NAV Mode pages 111 114 116 amp 120 respectively and the Advanced Operations chapter for WORK Mode page 135 amp WIND Mode page 138 Accessing amp using the Dockside Setup Menu is described in the next section Reminder that COURSE CHANGE Highlighted Area shows Parameter to be changed knob does not function to steer vessel while menu is shown 7 ComNav Way E Unlock AUTO E E a VER TL rai nm De wOUrCE Analog ene Use ARROW buttons to 4 Use COURSE change Parameters CHANGE knob to change value Figure 62 A Typical Menu Document PN 29010074 V3 1 84 ComNav Commander P2 Installation amp Operation Getting Started All menus are arranged with parameter names on the left side of the screen and the current value for each parameter on the right side Note that in each menu one item is always highlighted it indicates which parameter is currently selected for example see the Default Turn Fishzag line in the figure above You can move the highlight to other items on the menu by pressing the PORT ARROW button moves the highlight up or STARBOARD Arrow button moves the highlight down Some menus have more items than can be shown on a single screen In this case when the highlight has been moved to the last item on a screen each subsequent press of the STARBOARD button will cause the men
76. any installed analog compasses contact your ComNav Dealer for help 3 Press the PORT ARROW button to skip the compass compensation amp calibration process this can not be done while still tied up at the dock 4 Ifyou have installed more than one type of Analog Compass and or a 45 Compass Transducer repeat steps 1 through 3 for all such compasses 5 Exit the Dockside Setup menu Document PN 29010074 V3 1 99 ComNav Commander P2 Installation amp Operation Getting Started Compass Setup On the Water The final part of compass setup is normally performed after all other installation and setup procedures for the Commander P2 system are completed so that all net electrical and magnetic effects of the installation on the compass es are taken into account Note some of the steps performed here require that you be familiar with the STANDBY mode amp menu of the Commander P2 system see page 111 This part of compass setup requires taking your vessel away from the dock and out onto a body of open water the sea a lake a river etc and should be done in relatively calm conditions It is important that there be sufficient sea room to put the boat through a series of fairly slow amp wide circle turns and to run the boat for several minutes in a straight line at various headings without encountering obstacles other marine traffic etc You should also avoid areas around bridges underwater power lines and pipe
77. as WORK is a sub mode of AUTO amp NAV modes and is available on all vessel types except sailboats An alternative fifth mode available only on sailboats is known as WIND and is a sub mode of AUTO mode Each of these modes has its own set of parameters that you can adjust to configure and fine tune how your Commander P2 system behaves in the respective mode These parameters are stored in the system s non volatile memory you can view amp change them with the Control Head via sets of menus that appear on the LCD screen There is one more menu called Dockside Setup which is used for setting up a number of the parameters that are common to all the operating modes In total there are six different menus The menus of the four basic operating modes STANDBY POWER STEER AUTO and NAV are accessed by using the respective mode buttons the STANDBY ON OFF button the POWER STEER button the AUTO button and the NAV button The Fn button is used to access the WORK or WIND modes menus e To access a particular operating mode menu double press the button associated with that menu e g the NAV button for the NAV mode s menu e To quit viewing a particular operating mode menu double press the associated button again or wait about 10 seconds The display will then revert to the active display of whatever mode the Commander P2 is operating in Using the operating mode menus is fully described in the related sections later in this m
78. ation System Overview Other Controls Indicators amp Sensors Jog Levers PN 20310002 1 set of switches PN 20310003 2 sets of switches ComNav s NFU Non Follow Up Jog Lever is a permanently mounted watertight electrical switch specifically designed for marine use The spring centered lever is moved port or starboard as desired to provide non follow up time dependent electrical control of the vessel s steering system Figure 17 Jog Lever Rudder Angle Indicator RAI 3 PN 20360014 The ComNav RAI is a backlit 3 76 mm diameter gauge that displays the actual position of the vessel s rudder The RAI is flush mounted encased in high impact resistant polycarbonate plastic with a water resistant front face and requires a lighting voltage supply of 12 24 or 32 VDC An optional Bezel Kit Part 30360004 Wheelhouse Case PN 20360017 and Watertight Case PN 20360016 are available Figure 18 External Rudder Angle Indicator 3 Model Document PN 29010074 V3 1 38 ComNav Commander P2 Installation amp Operation System Overview Twin Fin Wind Transducer PN 20640020 For use with sailboats ComNav s Twin Fin Wind Transducer provides accurate wind speed and wind angle data to the Commander P2 SPU This allows the vessel to steer to a specific angle relative to the wind An easy snap in attachment for mast mounting is included Figure 19 Twin Fin Wind Transducer The Twin Fin Transducer
79. battery power switch Only after all checks are passed should you plug the power plug into the JI BATTERY INPUT receptacle on the Signal Processor Unit Check the connections from the compass to the SPU Check the connections from the Rudder Follower to the SPU Check that when the rudder is manually moved from full Starboard to full Port and vice versa the Rudder Follower has fully free movement and is not being restricted in any way Check the connection from the Control Head s to the SPU Check the connections to the drive equipment from the SPU Check that the cables are neatly placed and secured Ensure that extraneous materials wire strands etc have been removed Route all the wires and cables sideways out from the SPU to the left amp or right as appropriate Use external tie downs or cable grips to keep the wires amp cables secure with no excess strain on them or on the plugs that are mated to the SPU s receptacles Carefully re install the Wiring cover on the SPU Be sure not to pinch any of the wires or cables between the Wiring Cover and any other part of the SPU Secure the Wiring Cover with the two knurled thumb nuts Document PN 29010074 V3 1 76 ComNav Commander P2 Installation amp Operation Installation Hydraulic Checks 1 After installing the autopilot system check to ensure that your manual steering system is still fully functional Be sure to individually check each steering station on the
80. be set to none Sw d B and all or Sw d B and all To use the Watch Alarm as per option 2 above the Alarm O P parameter see page 89 in the Dockside Setup menu must be set to Sw d B and watch or Sw d B and watch You must also have a compatible external alarm connected See External Alarm Output on page 71 for more details The Watch Alarm timer is controlled by the Watch Alarm parameter in the Standby menu The value may be adjusted from OFF Watch Alarm completely inactive to 30 minutes in 1 minute increments The Watch Alarm parameter is password protected The autopilot will not allow you to change the Watch Alarm timer without first correctly entering a password e There are a few key points to remember about passwords 1 For safety reasons only authorized personnel should be allowed to know or change the Watch Alarm password 2 The password consists of a button sequence entered on the Control Head of from 0 to 10 button presses For best security we recommend choosing a password with at least a 5 button sequence 3 All of the buttons except the STANDBY ON OFF button may be used for the password sequence and a button may be used more than once in the sequence 4 The STANDBY ON OFF button is reserved to signify the end of the sequence like the ENTER key on a computer 5 The Commander P2 autopilot is shipped from the factory with a null password just press the STANDBY ON OFF
81. but only to those changes which persist long enough to overcome the resistance of the compass card to movement This means that the compass is a more stable heading reference than a Fluxgate Compass The Magnetic Compass will largely ignore changes in the magnetic field in the plane of the compass card caused by vessel motion to which the Fluxgate Compass may react This is particularly important in high latitudes such as Alaska Labrador or the North Sea where the horizontal component of the earth s magnetic field which is the portion that the compass is trying to detect is very small relative to the magnetic field of the vessel The disadvantage of the Magnetic Compass is that in very rough weather with the vessel going to windward it is possible for the vessel motion to upset or tumble the compass card disabling the Autopilot Because of the relative insensitivity of the Magnetic Compass to both the earth s and the vessel s vertical magnetic fields due to its inertia it is recommended for use at latitudes higher than 50 North or South and for use on steel vessels when optional quadrantal spheres are included Document PN 29010074 V3 1 48 ComNav Commander P2 Installation amp Operation Installation Locate and mount the compass in a position that minimizes magnetic interference The compass should be at least 1 metre about 3 away from such equipment as radios radars depth sounders and engine instruments
82. button when prompted for the password Document PN 29010074 V3 1 155 ComNav Commander P2 Installation amp Operation Advanced Operations Entering the Password When you attempt to change the Watch Alarm timer highlight Watch Alarm in the Standby menu then turn the COURSE KNOB in either direction the Control Head responds by showing a special pop up box on the LCD screen with the query Password Figure 124 Password Query Pop Up Window Now enter the password by pressing each button in the sequence An asterisk will appear on the screen as each button is pressed Complete the sequence by pressing the STANDBY ON OFF button If the sequence is correctly entered the pop up window will disappear and you will be able to use the COURSE KNOB to change the value of the Watch Alarm timer If the sequence was not correctly entered Password Error is displayed Try the password sequence again The pop up window will remain until the correct password sequence is entered the Standby menu times out or you press and hold the STANDBY ON OFF button to shut the autopilot off Document PN 29010074 V3 1 156 ComNav Commander P2 Installation amp Operation Advanced Operations Changing the Password As mentioned above the autopilot is shipped from the factory with a null password which means that the password sequence consists of simply pushing the STANDBY ON OFF button when prompted by the Password
83. can be shared a Commander P2 and a ComNav NX2 Wind Data Instrument PN 20620050 or a full NX2 Network System various PNs can be wired at the same time to the transducer see page 63 for details Document PN 29010074 V3 1 39 ComNav Commander P2 Installation amp Operation System Overview Rudder Drives and Interfaces CT7 Thruster Interface PN 20350008 The optional CT7 Interface is highly recommended when the Commander P2 Autopilot System is being used on a vessel equipped with Bow and or Stern Thrusters or when the vessel is equipped with Azimuth Drives as known as Z Drives of various types The CT7 is specifically designed to be directly compatible with and complementary to the Commander P2 system in features operation and appearance It connects directly to the Commander P2 s SPU with a dedicated cable that carries power and all control data signals The CT7 can operate a number of different solenoid valves including on off and proportional types It has standard voltage outputs current loop outputs and optically isolated analog outputs The CT7 also contains circuitry for interfacing an Electric Wheel to the Commander P2 system and a Rudder Simulator which is used when the CT7 is interfaced to Azimuth Drives The Commander P2 s SPU has built in setup amp operational firmware support for the CT7 the firmware activates automatically when a CT7 is plugged into the SPU at the J7 THRUSTER INTERFACE conne
84. ck alarm Starboard tack Do not use alarm Table 16 User Settings Document PN 29010074 V3 1 193 ComNav Commander P2 Installation amp Operation User Notes amp Settings User Notes Document PN 29010074 V3 1 194
85. ckside Setup menu Is set to Sail Example PCMNS PS 340 0 339 6 M 0 1 0 4 2C the symbol that starts all NMEA 0183 sentences 2 P gt identifies a proprietary sentence 3 4 S status type sentence CMN gt the identifier assigned to ComNav Marine Ltd by NMEA O1 Mode SB STANDBY mode PS gt POWER STEER mode AP AUTO mode NA NAV mode Commanded Heading degrees Actual heading degrees Units of heading M Degrees Magnetic T gt Degrees True Commanded Rudder Angle Actual Rudder Angle ALC corrected heading W gt WIND mode active field is blank if not L ALC active Checksum as per NMEA 0183 standard CO N O O 10 11 12 3 4 13 14 Document PN 29010074 V3 1 167 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074 V3 1 168 ComNav Commander P2 Installation amp Operation Appendix 2 Error Messages Appendices There are a number of different error messages in the Commander P2 autopilot system These messages are displayed on the Control Head screen and are usually accompanied by an audible alarm The following errors are classified as warnings Operation of the autopilot continues normally The error messages may be temporarily suppressed by pressing the Fn button They are automatically cancelled should the condition that caused them be removed Message COURSE ERROR EEPROM ERROR NO AUX
86. ct duplex printing or the equivalent term used by your printer s software driver in order to print it double sided on the paper If your printer does not have built in duplexing capability you can still print this manual double sided by following the instructions that came with your printer for doing hand duplexing Document PN 29010074 V3 1 18 ComNav Commander P2 Installation amp Operation How Autopilots Work How Autopilots Work The purpose of this section is to briefly describe what an autopilot does and some of the things you should expect when using an autopilot with your boat The information in this section can be applied in general to any ComNav autopilot and is not specific to the Commander P2 Autopilot Basic Autopilot System Figure 1 is a block diagram of the major components of an autopilot system CONTROL HEAD NAVIGATION DEVICES DISPLAYS STATUS AND HEADING OPTIONAL INFORMATION FROM THE SPU AND SUPPLY NAVIGATION ALLOWS THE OPERATOR TO INPUT INFOMRATION TO THE SPU STEERING COMVANDS amp OPERATING IN NVEA 0183 FORMAT RUDDER FOLLOWER UNT RFU PARAVETERS MECHANICALLY CONNECTED TO RUDDER MEASURES RUDDER POSITION AND SENDS IT TOTHE SPU COMPASS PROCESSOR SPU STEERING SYSTEM ACTUATOR READS THE VESSEL S CALCULATES THE RUDDER HYDRAULIC RAMOR ELECTRIC MOTOR ACTUAL HEADING AND POSITION NEEDED TO STEER WHICH IS MECHANICALLY CONNECTED SENDS IT TO THE SPU THE VESSEL ON THE
87. ctor See the CT7 Installation amp Operation Manual for full details and setup amp operating instructions Ke i a SS ET ee SZ d JAU Ju E a EHE SL Srl AR SA DI D I UCC ohm Port STAR POST ATEO POS NEO Pai DL WR RA OMO Tree 4 P M sii 7 kel un ni pa A LEA ne 6 MANUFACTURED ff Gonin Manne Ui Be das FT Creston Pace ComNay Fitererg DO Casate Vly SO ERA SST En PHI bn EE e 6000 D d Figure 20 CT7 Interface Document PN 29010074 V3 1 40 ComNav Commander P2 Installation amp Operation System Overview Other Drive Boxes The Commander P2 system is capable of directly operating steering systems utilizing reversing DC motors or single speed solenoids ComNav also manufactures a complete line of Drive Boxes that will interface the steering outputs from the Commander P2 system to almost any type of steering system Contact your ComNav Dealer for information and specific part numbers Figure 21 Drive Boxes to meet all needs Document PN 29010074 V3 1 41 ComNav Commander P2 Installation amp Operation System Overview Pumps amp Drives ComNav offers several types of electric motor Hydraulic Pumps matching Solenoid Values amp related equipment as well as a number of high quality Cable Drives and accessories Each drive comes with its own Installation Manual Please contact your ComNav Dealer for information and details
88. cular controller is a Repeater because it will display a large letter R in the upper right corner of the display Command can be transferred from an In command controller to a Repeater To do so press and hold the PORT and STARBOARD ARROW buttons on the repeater until the audible alarm beeps and the letter R disappears The Repeater now becomes the In command controller while the previous controller becomes a Repeater Station Lock Unlock Setting the Station Lock parameter in the Standby menu to Lock prevents any of the Repeaters from being able to take command When station lock is set to Lock the image of a key will be shown in the upper right corner of the display next to the repeater R The key image will either be outlined or filled in depending on whether the station lock is for the main Control Head or an Auxiliary Figure 123 Station Lock Icons on Main left and Aux Control Head when In command right The controller In command shows an outline key icon The outline key signifies that all stations except for the main Control Head and the controller which is currently In command are locked out Controllers that are Repeaters except for the main Control head will show the solid key icon indicating that they are locked out and cannot take command The main Control Head always shows the outline key icon because you can always take command back with the main Control head This unconditional return of command is
89. d electrical electronic systems amp wiring If you have a ComNav Fluxgate Compass with or without HRS or a 45 Compass Transducer the Commander P2 can electronically compensate for the Deviation The compensation procedure is done during the Sea Trials If you have a magnetic compass it will have to be manually compensated A professional compass adjuster often does this job If you intend to use a fluxgate compass other than a ComNav Fluxgate Compass or if you are using a magnetic compass not supplied by ComNav you should contact the dealer you purchased it from or the manufacturer for instructions on how to install and set up your compass Note Do not permanently install any compasses until sea trials are complete Depending on the outcome of the sea trials it may be necessary to relocate the compass es ComNav Fluxgate Compass Mounting Choose a location for the Fluxgate Compass For best performance the Fluxgate Compass must be mounted as close as possible to the vessel s center of pitch and roll This is typically low in the vessel at or about the waterline and slightly aft of the center of the vessel You must keep the compass as far away as possible at least 2 metres about 6 from engines electric motors and other magnetic objects Holes are provided to attach the Fluxgate Compass to either a bulkhead or to a horizontal shelf or deck The compass must be mounted parallel to and as close as possible to
90. dder angle indicator on the screen will display correctly port wise amp starboard wise movements amp positions of the Rudder 5 Now press the Fn button on the Control Head to go to the next phase of the Drive Setup process Document PN 29010074 V3 1 94 ComNav Commander P2 Installation amp Operation Getting Started Bleeding a Hydraulic Steering System The Commander P2 will pause the Drive Setup process at this point and prompt you to bleed your hydraulic steering system Note If you do not have a hydraulic system just press the Fn button on the Control Head to carry on with the Drive Setup and go to step 6 on page 97 Whether you have installed an entirely new hydraulic system or added a hydraulic pump controlled by the Commander P2 onto an existing mechanical or hydraulic system the ENTIRE hydraulic system must be bled of any air trapped in the hydraulic oil otherwise the steering system will not perform properly Bleeding a typical system using a P2 controlled Reversing Motor hydraulic pump added onto an existing manual steering system is done in the following steps other systems will be similar Caution SAFETY GLASSES SHOULD BE WORN DURING THE STEPS BELOW 1 First bleed the manual portion of the steering system Helm pump lines amp steering cylinder according to the manufacturer s instructions When you have completed bleeding the manual system leave the equipment that you used funnels catch cans e
91. ded wind angle can be adjusted as desired and the sails may now be let out Caution It is important to understand fully the operation of the autopilot while performing a Gybe Test out the operation of the autopilot when gybing in moderate winds and calm seas in order to determine how your boat reacts Figure 106 Gybe Response for Various Points of Sail e To cancel a Gybe Special Turn once the autopilot has begun to steer the boat onto the opposite tack you must exit WIND mode by pressing and holding the Fn button Caution Cancelling a Gybe Special Turn is not recommended as it may cause an accidental Gybe which could result in damage or injury Document PN 29010074 V3 1 141 ComNav Commander P2 Installation amp Operation Advanced Operations Alternate WIND Mode Display There is an alternative to the regular WIND mode called Alternate WIND mode In this mode the COURSE CHANGE knob is used to command the autopilot to steer to specific predefined points of sail Close Haul Close Reach Beam Reach Broad Reach or Gybe Hold Point You can define the exact wind angle for any of these in the Wind menu To enter the Alternate WIND mode enter AUTO mode then press the Fn button to enter WIND mode Then press the AUTO button again until the screen changes to the alternate display Figure 107 Typical ALTERNATE WIND Mode Screen In the example above the solid arrow shows the approximate direction that the wind is co
92. der P2 Installation amp Operation Basic Operations You can test out how well the Commander P2 steers along a track by following these steps 1 Make sure the Navigation System is turned on and that a waypoint is programmed in Usually this means selecting a waypoint from a list and pressing the GOTO button Steer the boat close to the waypoint track Put the Commander P2 in NAV mode by pressing and holding the NAV button until the unit beeps and the letter N appears in the upper left portion of the display Observe the vessel s response for several minutes e If the vessel seems to be continually falling off course away from the track you need to change XTE Sense cross track error sense in the Nav menu from NORM normal to REV reverse Verify correct operation by steering back to the original track and then putting the autopilot into NAV mode again Observe the vessel s response as before If the vessel is wandering back and forth but there are no alarms on the autopilot or Navigation System the most common cause is poor signal quality in the sensor or antenna wiring of the Navigation System This may be due to e Improper grounding e Electrical noise generated in the vessel alternators power packs etc e Poor antenna location Refer to the Navigation System s manual for signal quality measurements and ideas on making improvements Document PN 29010074 V3 1 127 ComNav Comma
93. der P2 will store the current heading and reference it as 000 Magnetic When this is done the Commander P2 will automatically return to the Dockside Setup menu 6 Highlight Exit and then press the Fn button After a brief pause the autopilot will restart and automatically go into STANDBY mode 7 Nowdo the Compass Calibration procedure on page 104 Document PN 29010074 V3 1 100 ComNav Commander P2 Installation amp Operation Getting Started Heading Rate Stabilizer If you have a ComNav Heading Rate Stabilizer with your Fluxgate compass you must first compensate the HRS and then compensate the compass e If you do not have an HRS with your Fluxgate Compass skip to the Fluxgate Compass procedure on the next page 1 for EE E N 9 Power up the autopilot Double press the STANDBY ON OFF button to bring up the Standby menu Select Compass Source and make sure it is set to Analog Shut off the Autopilot system Loosen the white plastic screw on the top of the Heading Rate Stabilizer by approximately 3 turns This tells the HRS the next time it is powered up that you want it to perform its own internal auto compensation procedure Power up the autopilot in the Dockside Setup menu Ensure that the An Compass Type parameter is set to HRS Select Compass Setup amp press the Fn button You will see the words Reading Compass on the display and then CAN NOT READ HRS Manually
94. do not have that much space The SPU can be mounted vertically on a bulkhead or horizontally on a deck or shelf e f mounted vertically it should be positioned so that all wires and cables will exit from the bottom of the SPU after running sideways left amp or right as appropriate from the SPU connectors under the SPU s wiring cover e f mounted horizontally all wires and cables should have a drip loop formed in them Each SPU is shipped from the factory with a package of four mounting feet and a separate instruction sheet that includes dimensions for drilling holes to fasten the feet to the vessel Wiring the SPU General Due to the relatively high current requirements of an autopilot compared to many other types of electronic equipment the size of wire used to connect the various components is very important Undersized wiring will result in power losses which can affect overall efficiency and performance Refer to the table below If in doubt contact your ComNav Dealer for help Function Use Type Gauge SPU Power Supply 2X12 AWG Steering Drive 12 24 32 VDC Solenoid Valve 3X18 AWG 2X14 AWG Steering Drive Reversing Motor refer to the instructions supplied with the Drive Motor Rudder Follower 3 X 18 AWG Shielded cable GPS Chartplotter Navigation Computer 2 X 24 AWG Shielded cable Rudder Angle Indicator 2X 24 AWG Table 1 Minimum Recommended Wire Gauges Once the SPU is securely mounted you can begin w
95. e Auto Nav Limits are essentially the same as the Power Steer Limits detailed above but they are in effect only when the autopilot is in AUTO or NAV modes RAI Offset The RAI Rudder Angle Indicator display at the bottom of the autopilot display may require a slight offset adjustment in order to read zero degrees when the vessel is moving in a straight line This is a fairly common scenario and may be due to vessel loading or design rudder design or function or the installation of the Rudder Feedback Unit For example if the vessel is traveling in a straight line but the RAI reads 2 to starboard adjust the RAI Offset to port so that the RAI display reads zero SPU firmware versions before 3 05 allowed the Rudder to be moved in Standby mode with a Jog Lever but this feature was disabled in that version amp onwards for safety reasons The parameter name in the menu was not changed however Document PN 29010074 V3 1 115 ComNav Commander P2 Installation amp Operation Basic Operations Auto Mode In AUTO mode the Commander P2 will steer the vessel on your commanded heading To enter AUTO mode press and hold the AUTO button for about a half second until a large letter A is shown in the upper left portion of the display The Commander P2 will start to steer the vessel to the heading that the vessel was on at the moment that AUTO mode was entered Figure 85 Typical Auto Mode Screen When in AUTO mode the vess
96. e COURSE CHANGE knob adjust the reading so that it agrees with the known bearing that the vessel is on Repeat steps 2 amp 3 for all your compasses Double press the STANDBY ON OFF button to exit the Standby menu Verify that the compass heading shown agrees with the actual heading of the vessel and stays steady by holding a number of constant heading courses for a few minutes each At this point the entire Compass Setup procedure is complete All compass seitings will be retained when the autopilot is turned off You should not need to re compensate any of your compasses again unless the electrical magnetic environment on your vessel changes substantially Document PN 29010074 V3 1 104 ComNav Commander P2 Installation amp Operation Getting Started Sea Trials Sea Trials allow you to test out the basic functions of the autopilot under way and to fine tune the steering parameters for best performance The goal is to achieve accurate course keeping and smooth timely changes of heading without excessive movements of the rudder Every vessel has unique design dynamics These change depending on speed loading and sea conditions The Commander P2 Advanced Autopilot System uses advanced steering control software ComNav s unique amp powerful Intelligent Steering Technology or IST which has a number of parameters that can be tailored to suit different vessels Collectively these are often referred to as the
97. e information Table 15 re organized modes amp menus information for easier use moved all using the Head information into one area added Wind Vane with NX2 Instrument Server wiring info Figure 40 amp Figure 41 deleted one MPN for fuse F1 Table 7 updated Error Messages lists Appendix 2 updated dimensions Appendix 6 27 September 2007 brand name change added info on Vector GPS compasses updated compass installation amp setup procedures updated General Specifications revised external Jog Lever connection information updated information on SPU connectors amp wiring Head menu figures are now easier to read screen shots Firmware Upgrade info now in separate kit Warranty is now in a separate document Document PN 29010074 V3 1 4 ComNav Commander P2 Installation amp Operation Table of Contents NEIER DOCUMENT FISIOnY iuiil io Table Of CONtentS sssrin aaa aaa Reegele SEO dree EE About this Manual ccccccesssecsceesseseeenseeseeeseeseeeneeeses Typefaces Common Phrases amp Terms Manual Format How Autopilots Work s ssssssss ss s ssannnnnnnnannnnnnnn nn nn nn nn rn nn nana Basic Autopilot System Autopilot Operation Maintaining a Heading Wind and Current Effects Autopilot Operation Following a Track NAV Mode Autopilot Operation Following a Track AUTO ALC Mode Power Steer SSES Control Head Signal Processor Unit Compasses Vector G2 and G2B GPS Compasses
98. e rudder independently of the ship s wheel This might be a hydraulic ram that is connected to the rudder post or tiller quadrant or an electric motor connected to the steering cables Electronic signals from the SPU signal the steering system to move the rudder Your autopilot also will have a Rudder Follower Unit RFU a device that tells the SPU what position the rudder is in at any given time Autopilot Operation Maintaining a Heading Say for example the autopilot was steering your boat Southwest and you wished to change direction to Southeast That s easy if you are using your ComNav Autopilot in AUTO mode To initiate the turn you would turn the knob on the Control Head to set the Desired Heading as shown on the Control Head s display screen to 135 i e Southeast The SPU then would compare this to the boat s current Actual Heading of 225 Southwest as indicated by the Compass and determine that the Desired Heading is 90 to Port of the Actual Heading This in turn would cause the SPU to send a signal to the steering system to move the Rudder to Port so that the boat turns to Port The SPU verifies that the Rudder has moved by reading its position from the Rudder Follower Unit As the boat turns the difference between the Desired Heading and the Actual Heading gets smaller and as it does the SPU then starts to back off the rudder i e move it back to centre so that the boat does not overshoo
99. eaded rod at the end of the Linear Rudder Follower Carefully adjust the position of the Linear Rudder Follower so that it is parallel with the hydraulic cylinder in both horizontal and vertical planes Finally tighten both nuts and the stainless steel band clamp securely NYLON FLATWASHER 7 16 x 3 4 x 0 062 O Ar NYLON FLATWASHER a di lt A SOLA 716 x 3 4 x 0 032 SLIDING ROD Fa O SS FLATWASHER NYLON FLATWASHER SE iii 1 4 x 5 8 _DTI REMOVED NUT STAINLESS STEEL lt SUPPLIED WITH BRACKET e CYLINDER SS FLATWASHER SS NYLOCK 1 4 NUT 1 4 20 Figure 28 Fasteners Stainless Bracket Arrangement Caution To avoid the possibility of contaminants entering the Linear Rudder Follower it is advisable to occasionally wipe the sliding rod while it is fully extended with a clean rag If you trailer your vessel it is especially important to do this on a regular basis A good time to clean the rod is during the on shore preparation for every launch since that will take care of any road grime picked up during the trip to the launching ramp Document PN 29010074 V3 1 54 ComNav Commander P2 Installation amp Operation Installation Electrical Connection The Linear Rudder Follower is normally supplied with approximately 9 5 metres 30 of cable Run the cable from the Linear Rudder Follower towards the SPU ensuring that a hose or conduit protects it wherever it passes through
100. ection of the wind or current So the autopilot will constantly be making course corrections As that condition persists the SPU will gradually begin to maintain the rudder a few degrees to Port or Starboard of the centred position to counter the effect of wind and or current This feature Known as trim will keep your boat pointed in the right direction despite the wind or current However one side effect of trim is that your boat may not follow the Track you want it will maintain your Desired Heading but the track will slip sideways in the direction of the crosswind and or current This potential problem can be solved by using another mode that ComNav Autopilots provide NAV mode described next Document PN 29010074 V3 1 21 ComNav Commander P2 Installation amp Operation How Autopilots Work Autopilot Operation Following a Track NAV Mode So far we have seen how an autopilot operates in AUTO mode a new desired Heading must be selected on the Control Head each time you wish to change direction This is handy for short trips or when you know the direct course to your objective But for longer trips which might involve a number of legs at different headings it would be useful to be able to have your autopilot steer your boat along all the legs in sequence ComNav autopilots allow you to do just that with NAV mode Before using NAV mode the autopilot must be connected to an external source of navigation infor
101. ed the rudder will keep moving in the corresponding direction e f one or both of the Power Steer Rudder Limits and or the Auto NAV Limits are set see page 115 then the autopilot will stop moving the rudder when it gets to the smaller of the limits e f neither of the Rudder Limits are set then the autopilot will stop moving the rudder when it gets within a few degrees of the physical limits of rudder travel Once the button is released the Autopilot will turn the vessel back to the commanded course i e Heading Track or Wind Angle depending on which operating mode is in effect Figure 97 A Dodge in Progress in AUTO Mode Important During a Dodge turn i e while one of the ARROW buttons is maintained the Autopilot will not limit the rate of turn of the vessel Once an ARROW button is released the autopilot will begin to turn the vessel back to the commanded course but this time the turn will occur at no greater than the maximum turn rate that is set in the Steering Parameters Document PN 29010074 V3 1 129 ComNav Commander P2 Installation amp Operation Basic Operations Note if you dodge the vessel in AUTO or WORK modes then when you release the PORT or STARBOARD ARROW button the vessel will return to the same Heading but not the same Track The new Track will be offset from the original Track by the distance traveled during the Dodge manoeuvre This is illustrated below In WIND mode the v
102. ed wind angle as desired Caution Tacking should initially be tested out in moderate winds and calm seas in order to understand how it works on your boat Figure 105 Tack Response for Various Points of Sail e To cancel a Tack Special Turn once the autopilot has begun to steer the boat onto the opposite tack you must exit WIND mode by pressing and holding the Fn button Document PN 29010074 V3 1 140 ComNav Commander P2 Installation amp Operation Advanced Operations Gybing Gybing is only possible when the wind angle is at the Broad Reach Def Point or greater Gybing is performed in much the same way as a tack simply press the TURN button followed by the appropriate ARROW button e Before starting a Gybe you should sheet in the mainsail and any other sails which you would normally sheet in for a Gybe to prevent excessive boom travel during the Gybe gt If the wrong ARROW button is pressed the Gybe will be cancelled e Ifthe wind angle was not at the Gybe Hold Point defined in the Wind menu the autopilot will steer the boat to the Gybe Hold Point on the same tack and hold it there e When the vessel is at the Gybe Hold Point press the TURN button again followed by the appropriate ARROW button The autopilot will slowly steer the vessel to the Gybe Hold Point on the opposite tack Caution Be alert to avoid the swinging boom Once the Gybe manoeuvre is complete and the boat is on the opposite tack the comman
103. el s actual heading is still shown in large letters in the middle of the LCD screen but now there is also another heading display in smaller digits shown in the top center portion This is the commanded course To change the commanded course use the COURSE CHANGE knob A clockwise turn will result in an increase of the vessel s heading and a counter clockwise turn will decrease the heading The Commander P2 will bring the vessel around to the new commanded course at the rate of turn specified for Turn Rate in the Auto menu Each click of the knob will change the commanded course by one degree Rapidly spinning the knob will result in 10 degree jumps in the commanded course In AUTO mode you can dodge quickly around obstacles and automatically return to your original Heading See Dodge on page 129 and Jog Lever Turns on page 132 for more information You can limit the maximum amount of rudder travel in AUTO mode by turning on the Auto Nav rudder limits Turning them on and adjusting them to suit is done in the Power Steer menu see page 115 S The Commander P2 has an automatic Off Course Alarm that will be activated should the vessel fall off the commanded heading in AUTO mode by more than 20 There is a 32 second delay on this alarm Document PN 29010074 V3 1 116 ComNav Commander P2 Installation amp Operation Basic Operations Auto Menu The Auto menu contains the main autopilot control steering par
104. element of ComNav s unique Intelligent Steering Technology also called IST can be turned on in AUTO mode ALC is similar to NAV mode in that it uses NMEA 0183 Latitude Longitude data to sense if the boat is following the desired Track Unlike NAV mode however a ComNav autopilot with the ALC feature only needs Latitude Longitude data in AUTO ALC mode It does not need Cross Track error data from the external Navigation System nor that there be any waypoints set in the system The IST feature calculates the Cross Track error on its own using the desired heading active at the point in time when AUTO ALC mode is first engaged Power Steer Most ComNav autopilots have a POWER STEER mode which provides a way for the user to directly control the rudder Basically the autopilot acts as a sort of electronic steering wheel allowing the operator to steer the vessel manually in a similar way as when using a standard manual steering wheel or tiller but from the autopilot s Control Head or any remote controls it is equipped with Steering when using the autopilot in this mode is done with two buttons and or a knob on the Control Head One button and or a clockwise turn of the knob will move the rudder to Starboard the other button and or a counter clockwise turn of the knob will move the rudder to Port Using the buttons knob the rudder can be placed in any desired position where it will remain This feature is useful when dock
105. ems that have a general bearing on how the autopilot operates To access the Standby menu double press the red STANDBY ON OFF button Figure 82 Standby Menu pages 1 amp 2 Station Lock The Commander P2 system can accommodate up to three Control Stations one main Control Head and any combination of Control Heads amp Remotes on the two AUX ports One of these Control Stations is always in control and the others are simply repeater stations You can take command with any of the repeater stations by simultaneously pressing the PORT and STARBOARD ARROW buttons on the repeater However to prevent unauthorized personnel from doing this the main Control Head can lock out all of the others Station Lock must be changed to Unlock before the repeater stations can take command For more detail refer to Station Lock Unlock in the Advanced Operations chapter of this manual Default Turn The Commander P2 System has a number of Special Turns pre programmed into it The variety of turns available depends somewhat on the system configuration and what mode you are operating in Set the Default Turn parameter to the type that you are likely to use most often Then when you press the TURN button to initiate a Special Turn the default turn will be the first one offered See WIND Mode in the Advanced Operations chapter for more details Compass Source There are a number of separate inputs for different types of compasses that may be
106. er bleeding the hydraulic system or if you skipped that step the Commander P2 will fully test the drive system This involves the autopilot automatically running the rudder from hard over to hard over a number of times and possibly making some speed adjustments to the reversing motor pump set if one is installed on your system The autopilot will also make a series of short starts and stops of the rudder pump motor etc in order to determine a base reference for how the steering system responds Note if your steering system is very slow with a Hard Over to Hard Over time greater than about 22 seconds the Drive Setup procedure will give you a warning message but it will still be completed You may wish to consider upgrading your steering system in this case so that the heading course track keeping performance of the autopilot is not degraded by the slowness of the steering system If the HO HO time is greater than 32 seconds the Drive Setup procedure will fail In this case you will definitely have to improve your steering systems performance When the HO HO time is too slow it is usually an indication on hydraulic systems that the hydraulic pump is too small the cylinder is too large or that there may be a faulty valve in the system On the other hand if your steering system is extremely quick with an HO HO time of less than 5 seconds the autopilot will deliberately slow it down by using Pulse Width Modu
107. er to supply the autopilot should be taken directly from a breaker or distribution panel The autopilot should be wired into its own individual breaker or fuse Using appropriately sized wire or cable see Table 1 Minimum Recommended Wire Gauges on page 56 wire the battery connections to the connector plug and receptacle labelled J1 BATTERY INPUT Double check the wiring polarity before inserting the plug into the receptacle Caution The Commander P2 SPU is NOT reverse polarity protected gt If you wire the wrong voltage polarity at J1 you WILL damage the SPU and Head lt This will also void the Warranty lt Refer to the following diagram of a typical power supply circuit Figure 31 Typical Battery Connection to SPU Document PN 29010074 V3 1 58 ComNav Commander P2 Installation amp Operation Installation Note If your autopilot system utilizes one of ComNav s CT Drive Boxes it should be wired back to the breaker or fuse separately from the rest of the autopilot system Do not daisy chain the power wires Figure 32 Typical Battery Connection to Drive Boxes If the SPU is mounted a long distance from the ship s breaker panel it is recommended that heavy gauge wire be routed between the breaker panel and a terminal block mounted in close proximity to the SPU 12 AWG wire can then be used between the terminal block and the SPU This minimizes any voltage drop between the breaker panel and the SPU
108. eral turns the display does not say Compensation OK or if the following message is displayed relocate the compass and begin the procedure over e f you continue to encounter difficulties please contact your ComNav Dealer for assistance Figure 80 Compensation Failed Move Compass 45 Compass Transducer J 2 gt 0 Enter the Dockside Setup menu Ensure that the An Compass Type is set to None Select Compass Setup amp press the Fn button After the Commander P2 has auto detected the Compass Transducer shown as NX2 COMPASS FOUND it will prompt you whether or not you want to compensate it Press the STARBOARD ARROW button Manually steer the vessel in a circle You may choose to steer either to port or to starboard It doesn t matter which way as long as you do not reverse direction during the procedure Boat speed does not matter either instead the speed should be high enough to hold a constant rate of turn of about 2 to 3 degrees per second meaning that the full circle should take between 2 amp 3 minutes Keep turning until the display reads COMPENSATION OK Press the PORT ARROW to go back to the Dockside Setup menu Highlight Exit and then press the Fn button After a brief pause the autopilot will restart and automatically go into STANDBY mode Now do the Compass Calibration procedure on page 104 Document PN 29010074 V3 1 103 ComNav Commander P2 I
109. essel will return to the commanded Wind Angle which if the wind has not shifted during the Dodge will mean the vessel will be on the same Heading But it will not be the same Track for the same reason as above STARBOARD DODGE BUTTON PUSHED VESSEL TURNS AT MAXIMUM TURN RATE TO STARBOARD DODGE BUTTON RELEASED VESSEL TURNS BACK TO COMMANDED HEADING Figure 98 Vessel Track During a Dodge Manoeuvre in AUTO Mode In contrast when you execute a Dodge in NAV mode the autopilot will return the vessel to the original Track once you release the PORT and or STARBOARD button Document PN 29010074 V3 1 130 ComNav Commander P2 Installation amp Operation Basic Operations You can bring the rudder back to centre Dead Ahead part way through a Dodge For example you might want to center the rudder in order to maintain for a while a specific Heading that the vessel has reached during the dodge e Press the other ARROW button PORT if you are dodging to Starboard and vice versa without releasing the button already being pressed e Maintain both the ARROW buttons simultaneously for as long as you wish to keep the rudder centred The course that the vessel follows while both buttons are pressed will typically be a straight Track at approximately the Heading that was current at the time the second button was pressed However this can be affected by wind and waves by the vessel s rudder speed and steering response
110. flashing the vessel speed is below the Work Trip Point and WORK mode is actually engaged Figure 101 Typical WORK Mode Screen Engaged To disable WORK mode press the Fn button again for approximately 3 seconds until a confirming beep is heard and the letter W disappears from the upper left portion of the display WORK mode can also be cancelled by switching to either STANDBY or POWER STEER mode Document PN 29010074 V3 1 135 ComNav Commander P2 Installation amp Operation Advanced Operations When WORK mode is engaged the Rudder Scale Factor will multiply the Rudder Gain setting Normally the rudder is moved an amount proportional to the course error detected i e the error times the Rudder Gain in WORK mode that calculation will also be multiplied by the Scale Factor resulting in larger rudder movements for a given course error The Rudder Scale Factor is entered on the Work menu see page 137 e Other effects take place in WORK mode too e Counter Rudder is reduced to a minimum enhancing the effect of the Rudder Gain and Rudder Scale Factor e Turn Rate is not governed while WORK is active e Particularly useful for pair trawling the autopilot also disables the automatic course trim unless Autotrim in the Work menu is specifically turned on e Finally the built in course alarm will be disabled the entire time WORK mode is engaged If the user is not satisfied with the fixed helm bias determined
111. h quality externally gimballed Magnetic Compasses of either 5 or 6 diameter which are directly compatible with the ComNav Magnetic Compass Sensor These compasses are available in either bracket mount or binnacle mount Compensating spheres and arms are also available Consult your ComNav Dealer for part numbers Figure 9 Externally Gimballed Magnetic Compass with Binnacle 45 Compass Transducer PN 20640006 The ComNav 45 Compass Transducer contains a fluid damped fluxgate sensor and works at heeling angles up to 45 This compass puts out a proprietary digital Sine Cosine signal It is wired directly to the SPU Figure 10 45 Compass Transducer Document PN 29010074 V3 1 32 ComNav Commander P2 Installation amp Operation System Overview Heading Rate Stabilizer PN 20320005 Perhaps the single greatest factor affecting Autopilot performance is the quality of the compass heading information it receives Compass error due to pitch and roll high turn rates and high speed turns are common to both fluxgate and magnetic compasses Northerly turning error is another phenomenon that affects both types of compasses particularly at higher latitudes due to an increase in the earth s vertical magnetic field component The sideways acceleration of a vessel in a high speed turn will also affect the accuracy of compasses ComNav s Heading Rate Stabilizer minimizes the effect of these factors i e
112. he Dockside Setup menu is set to Sail In WIND mode the autopilot steers the vessel so as to maintain a constant angle to the wind rather than a constant compass heading In order to use WIND mode your autopilot must be equipped with a ComNav Twin Fin Wind Transducer or it must receive wind information in the form of NMEA 0183 data via one of the NAV data inputs Ensure that the value for Wind Source is set correctly in the Wind menu see page144 Caution Do not change the Wind Source while in WIND mode This may result in an abrupt change in the vessel s heading as different wind sources may not give the same reading To enter WIND mode bring the boat around so that the wind angle on the bow is between about 45 and 165 Then enter AUTO mode and then press the Fn button The screen displayed will be similar to the figure below The large numbers on the display show the actual wind angle while the smaller numbers in the upper center portion indicate the commanded wind angle The vessel s current Heading is also shown The letter after the wind angles shows which side of the vessel port or starboard the wind is coming from The letter W to the immediate right of the AUTO mode A indicates that the autopilot is now in WIND mode Figure 103 Typical WIND Mode Screen Normal Display Note that in the example above the display shows Low Wind to the left of the actual wind angle value Thi
113. he highlight off of Alarm O P Figure 67 External Alarm Type Configuration 4 Press the Fn button to get back to the Dockside Setup menu You can now move the highlight to a different parameter Document PN 29010074 V3 1 90 ComNav Commander P2 Installation amp Operation Getting Started Thrust Type Thrust MIN Thrust MAX If the optional CT7 Thruster Interface is installed with your Commander P2 system you will need to make adjustments to these settings Complete instructions are included with the CT7 Thruster Interface Language This parameter allows you to set the language used for almost all menus amp messages that appear on the Control Head Note that a few items remain in English at all times typically where there is no simple translation for that item Also the word Language on the menu is always shown in English Choices are as follows e English e Francais e Espanol e slenska e Italiano Note other languages may be added in future Firmware Upgrades see Appendix 5 on page 1 77 Document PN 29010074 V3 1 91 ComNav Commander P2 Installation amp Operation Getting Started Setup Procedures Once your Commander P2 autopilot system is installed you must set it up before you can use it e First you must tell the P2 what type of vessel you have and then have the P2 determine the characteristics of the Rudder Drive mechanism on the vessel e Then you must tell the P2 what t
114. he missing invalid condition persists long enough an INVALID CRS DATA SPEED DATA amp or HEADING error Document PN 29010074 V3 1 will occur see page 170 A number of the various data values used by the autopilot can be received in one or more different sentences for example Speed can be received in VTG VHW VBW RMA or RMC If a particular data value is received in more than one sentence then the value in the highest priority sentence per the table below will be the one used by the autopilot Data Used Magnetic variation Vessel speed Vessel speed Bearing origin to destination magnetic and true Waypoint ID Cross track error Cross track error Arrival circle entered Bearing origin to destination magnetic or true Waypoint ID Course to steer magnetic and true Cross track error Waypoint ID Range Bearing present to destination true Arrival circle entered Cross track error Arrival circle entered Bearing origin to destination magnetic or true Waypoint ID Bearing present to destination magnetic or true Course to steer magnetic or true Magnetic variation Apparent wind angle amp speed True or Apparent wind angle amp speed Table 9 NMEA Sentence Priority 166 Sentence HDM HDT HDG BWC VTG VHW VBW BOD XTE AA HSC RMB Ab RMA RMC GLL VWT VWR MWV Sentence Priority larger number is higher priorit
115. he red STANDBY ON OFF button to shut off the autopilot Figure 65 Dockside Setup menu page 2 Alarm O P Alarm Output This parameter controls the functioning of the External Alarm Output The value shown indicates which output will be used to activate the external alarm When set to None the external Alarm Output is deactivated When Set to SW D B the Switched B output J2 pin 4 will be used to activate the External Alarm which should be wired as per Figure 53 or Figure 55 in the Installation chapter When Set to SW D B the Switched B output J2 pin 3 will be used to activate the External Alarm which should be wired as per Figure 54 or Figure 56 in the Installation chapter Document PN 29010074 V3 1 89 ComNav Commander P2 Installation amp Operation Getting Started To configure the External Alarm Output follow these steps 1 Highlight Alarm O P on the screen 2 Use the COURSE CHANGE knob to select the Alarm O P that you want to use Figure 66 External Alarm Configuration 3 Press the Fn button A new screen will appear This is where you choose whether you want to activate the External Alarm Output for all alarms and error messages or just when the Watch Alarm has not been answered Note The autopilot will not allow you to change the Alarm O P without choosing either All or Watch If necessary it will bring up the option screen before it allows you to move t
116. he rudder hard over to the physical stops and keep pushing for as long as any Jog Lever is activated This may cause a hydraulic seal to blow and or damage the rudder mechanism Bearing in mind the cautions above if you wish to be able to use Jog Levers to activate Four Way Valves with the autopilot powered off this is the wiring connection for it Figure 36 Wiring Connections for Four Way Valves with Jog Levers Document PN 29010074 V3 1 61 ComNav Commander P2 Installation amp Operation Installation Compasses All compasses other than NMEA 0183 compasses are connected to the SPU receptacle labelled J8 COMPASS see page 73 for how to connect NMEA compasses If you ordered your Commander P2 system with a ComNav Fluxgate Compass with or without the optional Heading Rate Stabilizer a short Compass Interface Cable PN 31110024 will have been supplied with the system Plug this interface cable onto the cable coming from the Fluxgate Compass or the Heading Rate Stabilizer and then wire the other end into the eleven position plug which mates with the J8 receptacle as per the following diagram If you ordered your system with the Magnetic Sensor and mounted it on the bottom of your magnetic compass wire the flying lead end of the sensor cable as per the following diagram If you mounted the sensor of top of the compass exchange the blue amp yellow wires Figure 37 Wiring Connections for Analog
117. he same information Max Correction When activating pre stored routes with a large amount of initial cross track error the autopilot will steer the boat at almost 90 to the track in order to get back on track as fast as possible In certain circumstances this can appear as though the vessel is moving away from the desired waypoint Setting Max Correction to something less than 90 can minimize this phenomenon Document PN 29010074 V3 1 122 ComNav Commander P2 Installation amp Operation Basic Operations Commanded Heading Displayed The commanded heading shown on the display in NAV mode may not be the same as the bearing given by the Navigation System This is because there are three different methods that the Commander P2 can use to process and react to the navigation data from the Navigation System You select which method you want the Commander P2 to use by specifying XTE CTS or Both for the Correction parameter in the Nav menu Correction set to CTS Steering a Direct Bearing In this method Cross Track Error is not factored into the calculation that the Commander P2 uses to determine the heading to steer The autopilot therefore steers directly to the destination waypoint as depicted in the following diagram Figure 92 Steering with Correction set to CTS Test this out so as to be familiar with it by performing the following steps 1 Change Correction in the Nav menu to CTS
118. ide many years of reliable service The following periodic care and maintenance tips will help to ensure the longevity of your autopilot Cleaning and Appearance Both the Control Head and SPU should be carefully cleaned with a damp cloth and mild soap This is particularly important for the LCD screen overlay gt Do not use abrasive cleaners or chemicals The Control Head is designed to be weatherproof and splash resistant but it should not be immersed in water for a prolonged period of time Environments exceeding a maximum temperature of 140 F 60 C or below a minimum temperature of 5 F 15 C MUST BE AVOIDED Exposure to prolonged direct sunlight should be avoided in order to prevent damage to the electronics and housing and UV induced fading of the LCD Protection of Wires and Cabling After installation ensure that the system components are securely mounted and will not shake loose due to the vibrations that can be expected in a marine vessel Ensure that the cabling and wiring to all system components ESPECIALLY REMOTE CONTROLS are well secured with clamps or alternative fasteners Many potential problems can be avoided by ensuring that cabling and wiring do not cause strain on the connectors Periodic Checks After the first six months of operation a thorough examination of the entire Autopilot system MUST BE UNDERTAKEN All electrical connections cables clamps mounting brackets and mechanical connectio
119. ifier and the Commander P2 SPU should be made as per the following diagram Figure 52 Wiring Connections for Isolation Amplifiers The ComNav CT7 Thruster Interface see page 40 can also be used with some of these types of drives See the CT7 s Installation amp Operation Manual for wiring instructions Document PN 29010074 V3 1 70 ComNav Commander P2 Installation amp Operation Installation External Alarm Output An external alarm can be connected to the Commander P2 SPU The autopilot can be configured to activate the external alarm whenever an alarm or error message appears on the Control Head You can modify the configuration to activate the external alarm only if the Watch Alarm is not answered as opposed to activating it for all alarms See the description of the Alarm O P Alarm Output parameter on page 88 for information on how to choose these options One of two outputs can be used for the external alarm Typically you would choose to connect the external alarm between Battery Positive PWR OUT and the Switched B SW D B outputs on J2 as in the following diagram Figure 53 External Alarm using SW D B Output Alternatively you may choose to use the SW D B and GND outputs as shown here Figure 54 External Alarm using SW D B Output Note when using the External Alarm configuration shown in Figure 53 there is a small current which will be flowing constantly between the pins even when the
120. ing Started Adjusting for Sea Conditions Adjusting the steering parameters in calm conditions as you do during the initial part of the Sea Trials gives a base reference for all other conditions As you get the overall setup of the Commander P2 s operating parameters closer to being perfect you can then venture into rougher conditions Take all the time necessary to ensure that you are getting the best performance from your Commander P2 Some suggestions Observe the wake of the boat while maintaining a straight course in AUTO mode This is one of the best indications of how well the autopilot is steering The vessel should come on to course smoothly after course changes are made Any undershoot or overshoot can usually be observed in the wake Once the Commander P2 system is performing well in calm conditions you will find that you will only need to make small changes to the steering parameters to handle a wide variety of sea conditions Generally speaking Rudder Gain and Counter Rudder settings for High speed will be less than those for Low speed As the seas get rougher you will probably need to increase the Rudder Gain one or two levels In very rough conditions you may want to reduce the Counter Rudder setting as well as increasing the Rudder Gain In quartering seas you may wish to increase Rudder Gain and the Seastate setting This will allow the boat to yaw a bit more as it comes off of the waves but typic
121. ing or manoeuvring because the person steering the vessel can take their hands off the controls between rudder movements Document PN 29010074 V3 1 23 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 DA ComNav Commander P2 Installation amp Operation System Overview Document PN 29010074 V3 1 25 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 406 ComNav Commander P2 Installation amp Operation System Overview System Overview This chapter gives a brief description of the major elements of the Commander P2 Advanced Autopilot System their functions and their relationships to each other Below is a block diagram of a typical example of the Commander P2 system showing the interconnections between the elements of the system The Signal Processor Unit SPU The Main Control Head A Compass or other Heading Sensor Solenoid s Reversing Motor or Cable Drive which move the Rudder The Rudder Feedback Unit Optional Auxiliary Control Head s amp Remote Controls Various optional accessories amp external equipment Other Navigation equipment Figure 3 Commander P2 System Block Diagram Document PN 29010074 V3 1 2 ComNav Commander P2 Installation amp Operation System Overview Control Head PN 20110002 monochrome PN 20110003 colour The Commander P2 Control Head connects directly to the Signal Processor Unit SPU viaa
122. iring the various components of the system one at a time Start by removing the Wiring Cover from the SPU It is held in place by two knurled plastic nuts see Figure 29 Set the covers amp nuts aside they will be re installed once all the wiring of the SPU is complete Document PN 29010074 V3 1 56 ComNav Commander P2 Installation amp Operation Installation Krudad ruts Wiring Gover Figure 29 Removal of SPU Wiring Cover Connectors on the SPU With the wiring cover off all the SPU s connectors are visible see Figure 5 amp Figure 30 Each connector is a pin receptacle with the pins sized according to how much current will be carried bigger pins for higher current Each pin has a signal name rather than a number to make it easier to match wires with pins see connector label below Each pin receptacle mates with a matching plug which in turn has screw clamp terminals into which the wires from the external equipment amp devices battery drive system compasses etc are inserted The plugs allow quick installation amp removal of system wiring yet are fully secure once the various cables are strain relieved and the wiring cover is re installed The SPU is shipped with all the plugs required pre installed on the matching receptacles Note that the plug screws must be turned counter clockwise several turns using the small slotted screwdriver mentioned on page 45 Special Tools
123. ith the latest firmware amp an easy to use program to install the Upgrade Contact your ComNav Dealer for more information Important Be sure to read all of the documentation accompanying the Firmware Upgrade Kit so that you understand all of the operational and performance changes that may occur as a result of the Upgrade Document PN 29010074 V3 1 177 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074 V3 1 178 ComNav Commander P2 Installation amp Operation Appendices Appendix 6 General Specifications Dimensions SPU 257 x 184 x 78 mm 10 1 x 7 3 x 3 1 Bracket Mount Head 157 x 118 x 73 mm 6 2 x 4 6 x 2 9 20 max tilt add 28 mm 1 1 in width for bracket knobs Surface Mount Head 156 x 113 x 24 mm 6 1 x 4 4 x 0 9 add 11 mm 43 for Control Knob amp 29 mm 1 1 behind surface to clear rear of Head not incl cable Flush Mount Head 165 x 122 x 12 mm 6 5 x 4 8 x 47 add 11 mm 43 for Control Knob amp 41 mm 1 6 behind surface to clear rear of Head not incl cable Display Monochrome Head Sunlight viewable high contrast QVGA 320x240 white LED backlight Colour Head Sunlight viewable high resolution QVGA 320x240 TFT display with cold cathode fluorescent backlight 400 Cd m typ Operating Voltage 11 to 30 VDC Power Consumption SPU 200 mADC all outputs off Control Head Monochrome 80 m
124. larm and the password Fishzag Time This sets the time interval between course changes while executing the special Fishzag turn The units are seconds and each click of the COURSE CHANGE knob will change the interval by thirty seconds See Fishzag in the Advanced Operations chapter Battery This is a read only display that cannot be changed The number shown is the battery voltage as measured at the Signal Processor Unit Document PN 29010074 V3 1 113 ComNav Commander P2 Installation amp Operation Basic Operations Power Steer Mode To enter POWER STEER mode press and hold the P STR button for about a half second until the large P mode indicator appears in the upper left corner of the display In this mode the display shows the actual compass heading and the rudder angle The PORT and STARBOARD ARROW buttons are used to control the rudder Press one or the other to move the rudder in that direction The rudder will keep moving for as long as the button is pressed until it gets to the physical rudder limits You can limit the maximum amount of rudder travel in POWER STEER mode by turning on the Power Steer limits Turning on these limits and adjusting them to suit is done in the Power Steer menu see below Figure 83 Typical Power Steer Mode Screen The COURSE CHANGE knob can also be used to move the rudder in POWER STEER mode Each click of the knob will move the rudder a finite amount Document PN 2901
125. lation of the Drive output voltages during autopilot controlled Rudder movement PWM in effect lowers the voltage seen by your Rudder Drive motor s and thus slows down the resulting Rudder HO HO time When the HO HO time is too fast it is usually an indication that the hydraulic pump is oversized 7 Once the Commander P2 has finished measuring the drive it will display the following message Figure 75 Drive Test OK 8 Press the STARBOARD ARROW button to return to the Dockside Setup menu 9 Exit the Dockside Setup menu Document PN 29010074 V3 1 97 ComNav Commander P2 Installation amp Operation Getting Started Compass Setup Dockside The first steps in setting up your compasses are to select which type or types you have and to verify that they are properly wired to the SPU These steps should be done while tied up to the dock in case any re wiring needs to be done or if it turns out that some elements of the P2 system need to be moved Note if you are using only an NMEA compass such as a Vector G2 GPS Compass you should select None in step 1 and then skip the rest of these steps both the at the dock steps here and the on the water steps in the next section entirely Instead you should follow the Compass Setup instructions that were supplied with the NMEA compass Note during these steps the autopilot may issue an INVALID HEADING alarm see page 170 These alarms can be ignored
126. lic Valves Connection to 12 VDC or 24 VDC solenoids should be made as per the following diagram In this configuration the autopilot supplies the positive voltage SW D B whenever the autopilot is in POWER STEER AUTO or NAV modes SW D B is turned off in STANDBY mode thus providing an extra measure of safety Figure 47 Wiring Connections for Standard Four Way Solenoid Valves Note wiring of Jog levers directly to standard 4 way valves is possible However doing so is NOT RECCOMMENDED See the description of the proper way to wire Jog Levers on page 61 Document PN 29010074 V3 1 67 ComNav Commander P2 Installation amp Operation Installation The above diagram assumes that an engine driven pump is used for the hydraulic system In the case of an electrically powered constant running pump use the following connection Figure 48 Wiring Connections for Constant Running Electric Pump Two Speed Solenoid Valves ComNav s CT5 Drive Box PN 20350004 should be used to interface between the Commander P2 SPU and two speed solenoid systems Connect the CT5 to the SPU as per the instructions shipped with the CT5 and the following diagram Figure 49 Wiring Connections for Two Speed Solenoid Valves Document PN 29010074 V3 1 68 ComNav Commander P2 Installation amp Operation Installation A C Solenoids ComNav s CT4 Drive Box PN 20350003 should be used to interface between the Commander P2 SPU a
127. lines as these can affect your compasses Caution Be sure to keep a proper lookout for other vessels and any hazards while doing any of the circle turns amp other manoeuvres described below Compass Compensation The specific procedure you will follow depends on the type s of compasses you have installed Each is described below Note during all these procedures the INVALID HEADING alarm may occur You can cancel any such alarm or leave it active Magnetic Compass Sensor If you have a magnetic compass with a ComNav Magnetic Sensor attached the compass must be properly compensated for deviation It is recommended that a professional compass adjuster do this Once the compensation is completed follow the instructions below to synchronize the Magnetic Sensor with the Earth s Magnetic North direction 1 Power up the autopilot Double press the STANDBY ON OFF button to bring up the Standby menu Select Compass Source and make sure it is set to Analog 2 Shut off the autopilot then power it up in the Dockside Setup menu 3 Ensure that the An Compass Type is set to Mag 4 Select Compass Setup amp press the Fn button 5 After the Commander P2 has auto detected the compass it will ask you if you want to SET NORTH NOW see Figure 77 Press the STARBOARD ARROW button Manually steer the vessel so that it is pointing to Magnetic North Hold it on that heading and push the Fn button The Comman
128. lowing steps 1 Change Correction in the Nav menu to XTE 2 Make sure the Navigation System is turned on and that a waypoint is programmed in 3 Switch the autopilot to STANDBY mode and manually steer the vessel onto the track 4 Place the Commander P2 into NAV mode by pressing and holding the NAV button until the unit beeps and the letter N appears in the upper left portion of the display 5 Observe the vessel s heading and the cross track error The autopilot should be steering so as to minimize cross track error e If the vessel seems to be continually falling off course away from the track you need to change XTE Sense cross track error sense in the Nav menu from Norm normal to Rev reverse Document PN 29010074 V3 1 124 ComNav Commander P2 Installation amp Operation Basic Operations The course steered when Correction is set to XTE may not be the most efficient in terms of overall distance traveled If there is a large cross track error the autopilot may overshoot the intended track This is a function of turn rate vessel speed and position updates received from the Navigation System For best performance it is always best to minimize any cross track error before putting the autopilot into NAV mode DESTINATION WAYPOINT Figure 94 Response of Vessel to a Large Cross Track Error The total number of degrees that the autopilot will correct the heading received fr
129. mNav Commander P2 Installation amp Operation Advanced Operations 2 Push either the PORT ARROW button or the STARBOARD ARROW button depending on which way you want the boat to turn Important Remember that the ARROW buttons indicate the way the boat will turn not whether you are on a port or starboard tack The autopilot will cancel the Tack Special Turn if you press the wrong ARROW button For example say you are on a starboard tack and steering to a wind angle of 45 If you press the TURN button followed by the PORT button it would result in the vessel turning to port which will increase the wind angle instead of tacking the boat In this case the Commander P2 simply cancels the Tack and steers to the wind angle it was on e The Commander P2 will only tack the boat if you are at or near the Close Haul Def Point If the wind angle is greater then when you press the PORT or STARBOARD ARROW button depending on which tack you are on the autopilot will steer the boat to the Close Haul Def Point on the same tack and hold it there To complete the Tack Special Turn you must again press the TURN button followed by the appropriate ARROW button This feature allows you to prepare the sails for the Tack manoeuvre before actually executing it 3 The autopilot will tack the boat to the Close Haul Def Point on the opposite tack Once there the Special Turn is completed and the Tack message goes away You can now adjust the command
130. matically adjusted on a continual basis thereafter to ensure that the vessel remains on course Work Trip Pt Work Trip Point This is the speed below which WORK mode can be engaged and above which WORK mode will be disengaged automatically Rudder Scale Rudder Scale Factor When WORK mode is engaged the Rudder Scale Factor will multiply the Rudder Gain setting in the Auto menu Normally the rudder is moved an amount proportional to the course error detected i e the error times the Rudder Gain but in WORK mode that calculation will also be multiplied by the Scale Factor resulting in larger rudder movements for a given course error Work Mode State This parameter shows the current status of WORK mode It is also a means to force WORK mode to be active or not Normally WORK mode is engaged or disengaged depending on the speed of the vessel as given by a Navigation System In cases where this information is not available WORK mode can still be made to function by forcing it on The states shown are Off A On and A_Rdy for Automatic On and Automatic Ready or M On and M_Rdy for Manual On and Manual Ready Document PN 29010074 V3 1 137 ComNav Commander P2 Installation amp Operation Advanced Operations WIND Mode WIND mode is special mode used on sailboats WIND mode can be activated in AUTO mode Note WIND mode is only available when the Vessel Type in t
131. mation from the Navigation System is used The autopilot steers a modified course taken from the Navigation System s Course To Steer The amount of modification is proportional to the amount of Cross Track Error This method is generally best for normal usage Course To Steer plus Cross Track Error Table 5 NAV Mode Correction XTE Sense Cross Track Error Sense Cross track error XTE contains two pieces of information First it contains the amount of the error Secondly it gives information about the sense of the error i e whether the vessel is to the left or the right of the line between the beginning and ending waypoints The NMEA National Marine Electronics Association has specified how the cross track error should be identified a L eft indicator in the data sentence means the vessel should steer to the left and a R ight indicator meaning the opposite However some manufacturers of GPS chartplotters and other Navigation devices amp systems have used the L eft indicator to mean that the vessel is to the left of the line so the vessel should steer to the right and the R ight indicator to mean the opposite Because of this confusion the Commander P2 s handling of XTE can be switched from Norm normal to Rev reverse In Norm the autopilot will respond normally to the sense of the cross track error In Rev the autopilot will respond in the opposite way in response to t
132. mation commands amp data such as a chart plotter or a Navigation program running on a PC A source of position data is required too it may be built into the external Navigation System or it may be another device or system a GPS receiver such as a ComNav Vector GPS Compass a LORAN C receiver etc ComNav Autopilots implement the industry standard NMEA 0183 protocol for reception amp transmission of navigation information Fortunately almost all of today s Navigation Systems amp Devices do comply with NMEA 0183 so interfacing those systems amp devices to a ComNav autopilot is relatively simple A long passage will consist of a series of waypoints which are specific locations on the Earth s surface hopefully on the water defined by their Latitude amp Longitude These waypoints are entered into the external Navigation System by the user That system determines the current location of the boat from the source of position data and then calculates the course that must be steered in order to reach the next waypoint When the Autopilot is switched into NAV mode it begins to look for some specific navigation information from the Navigation System the course to steer to the next waypoint and the Cross Track error which is the distance from the boat to the desired Track from the last waypoint to the next one Using these two pieces of information the autopilot steers the boat on the shortest possible course to the next waypoi
133. ming from The digital readout 167 A shows the exact wind angle the vessel s current heading is also shown 352 5 M The commanded wind angle to which the autopilot will steer is located in the upper middle of the display 165S It will be the predefined point of sail Close Haul Close Reach Beam Reach Broad Reach or Gybe Hold Point closest to the apparent wind when the alternate mode was entered To change the commanded wind angle turn the COURSE CHANGE knob 1 click in the direction you wish the boat to turn clockwise for a starboard turn counter clockwise for a port turn Important Always bear in mind that when you move the COURSE CHANGE knob clockwise the boat will turn to starboard This may increase the commanded wind angle or it may decrease it depending on which tack you are on Similarly when you rotate the COURSE CHANGE knob counter clockwise the vessel will turn to port Again this may increase the commanded wind angle or decrease it depending on which tack you are on Note that the commanded wind angle does not change by 1 as would happen in the regular WIND mode in this alternative mode it changes all the way to the next predefined point of sail A new arrow is shown on the display This arrow is an outline only and shows what the wind direction will be once the autopilot brings the boat onto the new commanded wind angle Document PN 29010074 V3 1 142 ComNav Commander P2 Installation am
134. mmssrrrrsrrrrerreneonserrrr rr rr rn nana 82 Other COmpasses i 31 p Parameter EE 103 117 PORT ARROW button 80 Power ON EEN 79 POWER STEER button 81 Power Steer menu 113 POWER STEER mode 21 80 81 112 113 133 134 136 165 Power Steer Rudder Limite 113 POWER SUDIIY EE 43 Preset Tack Angle A 143 Preset Tack JOEREN E i 149 Press and Te e EE 15 Press and Maintain ssssssssessessesssrerrerrrrerrsrrr rr rr rr norr orsa ran 15 Si e ege 15 Press momentan 15 Pretack TUM RE 149 Proportional Solenoid Valves 67 PUMPS DIVES E 40 Rie Pili ade 36 109 RALONSer lalla eo 113 Remote Power ON EE pal 171 FIG DCAICIS Age 152 SE 85 Reversing DC Motor Hydraulic Systems 64 Rotary Rudder Follower 32 48 RS23 lla 72 Podio aio iena 72 177 PRA EE 177 Rudder Angle Indicator nnnnnnannnnnnnnnnnnnnnennnn 36 109 Rudder Angle Indicator Connechon 63 RUdder EE 135 Rudder Follower 32 33 48 Rudder Follower Connection s sssssessrssrerrsrrorrrrron rer rrnr roa 62 Rudder Gain 103 104 115 134 ComNav Commander P2 Installation amp Operation Rudar BI CET 87 113 Rudder Scale Factor 134 135 Coe EE 126 Sea Conditions 105 BEGE EE 45 90 103 SCASIALCS EE 103 104 116 Shunt Field Reversing Motors 65 Signal Processor UNit 17 25 27 54 olent SEQUENCING nia 119 Special TOO
135. nd A C solenoid systems Connect the CT4 to the SPU as per the instructions shipped with the CT4 and the following diagram Figure 50 Wiring Connections for A C Solenoids Proportional Solenoid Valves ComNav s CT6 Drive Box PN 20350005 should be used to interface between the Commander P2 SPU and proportional valves The CT6 is custom configured to match the requirements of the particular valve it is to be fitted to Please note ComNav s Production Department requires information about the make and model of the proportional valves in order to correctly configure the drive box Instructions for connecting the CT6 to proportional valves are shipped with the CT6 unit Connection between the CT6 and the Commander P2 SPU should be made as per the following diagram Figure 51 Wiring Connections for Proportional Solenoid Valves Document PN 29010074 V3 1 69 ComNav Commander P2 Installation amp Operation Installation Azimuth Drives Surface Piercing Drives and Jet Drives Newer models of these types of drives are often supplied with an electronic Autopilot Interface to which the Commander P2 SPU can directly connect Older versions of these drives however may require the fitting of ComNav s one or two channel Isolation Amplifier PN 20350006 and 20350007 respectively Instructions for connecting the Isolation Amplifier to the steering system are shipped with the Amplifier Connection between the Isolation Ampl
136. nded course by 1 degree A quick spin of the knob changes the course by 10 degrees e The knob is also used to change parameters in the various menus POWER STEER button Pressing amp holding this button places the autopilot into POWER STEER mode This mode allows you to steer the vessel by using the COURSE CHANGE knob or by pressing and holding the PORT or STARBOARD ARROW buttons A double press of this button brings up or cancels the Power Steer mode menu AUTO button Pressing amp holding this button places the autopilot into AUTO mode and then the autopilot will automatically control your vessel s steering system so as the keep the vessel on the Heading that you select with the COURSE CHANGE knob Obstacles can be avoided by using the PORT and or STARBOARD ARROW buttons A double press of this button brings up or cancels the Auto mode menu 10 NAV button Pressing amp holding this button places the autopilot into NAV mode Document PN 29010074 V3 1 and then the autopilot will steer your vessel from NMEA 0183 data provided by a GPS Chartplotter or some other compatible Navigation System A double press of this button brings up or cancels the Nav mode menu 83 ComNav Commander P2 Installation amp Operation Getting Started Operating Modes amp Menus Your ComNav Commander P2 Advanced Autopilot System has four basic operating modes known as STANDBY POWER STEER AUTO and NAV a fifth operating mode known
137. nder curved face on the cylinder body Loosely tighten the band clamp around the Rudder Follower the cylinder and the brackets see Figure 26 and Figure 27 i SS x S S gt S N STAINLESS STEEL TWO PIECE PLASTIC BAND CLAMP MOUNT BRACKETS Figure 26 Band Clamp and Plastic Brackets 2 00 1 75 1 50 STEERING CYLINDER 1 25 2 25 INCH DIA 1 255 STAINLESS STEEL TWO PIECE BAND CLAMP BRACKETS OUTBOARD FEEDBACK Figure 27 Installed Arrangement of Brackets Document PN 29010074 V3 1 53 ComNav Commander P2 Installation amp Operation Installation Step 4 Remove the nut from the steering cylinder rod s end see Figure 28 Place the thick nylon flat washer 1 57 mm 0 062 thick then the thinner nylon flat washer 0 81 mm 0 032 thick and lastly the stainless steel bracket over the threaded end of the rod Place the stainless steel flat washer on the other side of bracket and then replace the cylinder rod s nut Do not tighten it yet just thread it part way far enough to stay on Step 5 Extend the sliding rod completely out of the Linear Rudder Follower Push it back in slightly about 3mm 1 8 Adjust the position of the Follower so that the end of the sliding rod is flush with the stainless bracket Place the nylon washer between the nut and the stainless steel bracket Place the stainless steel washer on the other side of bracket and screw the Nylock nut part way onto the thr
138. nder P2 Installation amp Operation Basic Operations Alternate NAV Display An alternative display is available for NAV mode To access this display enter NAV mode by pressing the NAV button until the letter N appears in the upper left portion of the display Release the button and then press the NAV button again The display will change to a highway representation as shown below Figure 96 Typical NAV Mode Screen Alternate Display To change back to the normal display see page 120 press the NAV button again In the Alternate NAV display cross track error is shown graphically by the boat icon being located to the left or right of the centerline The position is proportional to the amount of cross track error Note the small numbers in the lower corners of the highway display These indicate the scale of the display There are four scales that can be shown on the highway display 0 2 0 5 1 5 and 3 0 nautical miles The scale changes automatically to give the best resolution Document PN 29010074 V3 1 128 ComNav Commander P2 Installation amp Operation Basic Operations Dodge when in AUTO NAV WORK or WIND modes you can use the PORT and or STARBOARD ARROW buttons to avoid dodge around an obstacle in the water Pressing amp maintaining either the PORT ARROW button or STARBOARD ARROW button will cause the Commander P2 to turn the vessel in that direction As long as one of the buttons is press
139. ng system the autopilot controls Normally this is the vessel s rudder However if the vessel has two stage steering where the autopilot drives a control or servo ram the Rudder Follower should be mounted to the servo ram rather than the rudder Figure 12 Rotary Rudder Follower Heavy Duty Rotary Rudder Follower PN 20330012 A Heavy Duty Rotary Rudder Follower is available for special applications Check with your ComNav Dealer to determine whether this product is suitable for your vessel Separate installation instructions are provided with this Rudder Follower Figure 13 Heavy Duty Rotary Rudder Follower Document PN 29010074 V3 1 34 ComNav Commander P2 Installation amp Operation System Overview Linear Rudder Follower PN 20330002 Installations on vessels with outboard motors may use a ComNav Linear Rudder Follower Figure 14 Linear Rudder Follower Document PN 29010074 V3 1 35 ComNav Commander P2 Installation amp Operation System Overview Auxiliary Controllers Up to two Auxiliary Controllers may be added to the standard Commander P2 system These may be any combination of Commander Control Heads colour and or monochrome CR 203 Handheld Remotes and TS 203 Fixed Remotes CR 203 Remote PN 20310026 12m 40 cable PN 20310028 18m 60 cable The CR 203 Handheld Remote is specifically designed to operate with the Commander P2 Advanced Autopilot System The CR 203 Remote pr
140. ns i e RUDDER FOLLOWER must be secure All hydraulic pumps and lines must be inspected for leakage and loose mounting An ANNUAL inspection should be undertaken thereafter Document PN 29010074 V3 1 161 ComNav Commander P2 Installation amp Operation Care amp Maintenance Fuse Replacement There are two fuses used on the SPU Replace fuses only with the same type and rating as per the table below Should a fuse blow determine the cause before replacing To inspect amp or replace a fuse the clear plastic cover over the SPU s Diagnostic section must be removed To do so gently pry up the center portion of the plastic rivets which fasten the cover to the SPU s case be careful not to lose any of the plastic pieces After the fuse s are replaced the cover must be re installed and remain in place during normal operation Generic Description Designator ComNav Part Number Manufacturer s amp Part Number s 3 15 A Medium Time Delay 125V or FI 60810012 better 5 x 20mm DIN 41571 IEC 127 Bussman GMC 3 15A 20A Non Time Delay 125V Lok 1 14 F2 60810009 Bussman ABC 20 Table 7 Fuse Replacement Guide Document PN 29010074 V3 1 162 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074 V3 1 163 ComNav Commander P2 Installation amp Operation Appendices Document PN 29010074 V3 1 164 ComNav Commander P2 Installation amp Operation Appendices Appendice
141. nstallation amp Operation Getting Started Compass Calibration Although your compass es are now compensated for Deviation they may not be giving a correct reading just yet Any or all of your compasses may still have an individual fixed offset so you must tell the Commander P2 SPU what each one s calibration value is Calibration is a simple matter of synchronizing each compass s directional readings as seen by the SPU to the actual Magnetic direction values of the Earth s magnetic field Note NMEA compasses e g the ComNav Vector G2 G2B GPS Compass typically do not require on the boat calibration You should refer to the Installation amp Operation manual that came with your NMEA compass to verify this however Even if yours does the calibration value will not be set or stored in the Commander P2 but rather in the compass itself so you should skip the steps below and follow the instructions that came with the NMEA compass To do calibration 1 2 Bring the vessel onto a known bearing and maintain it there by steering manually The autopilot should be in STANDBY mode Double press the STANDBY ON OFF button to bring up the Standby menu Select Compass Source and set it to the correct value for the first of your compasses e ANALOG for Magnetic Sensor e FLUX for Fluxgate Compass with or without HRS e DIGITAL for a 45 Compass Transducer Move the highlight down one position to Compass Cal Using th
142. nt Crosswinds and or currents are compensated for automatically each time the Navigation System updates the cross track error This is why NAV mode is the answer to the track slip problem that can occur in AUTO mode when a crosswind current exists When a waypoint is reached the Navigation System sends the SPU the next set of navigation information for the next waypoint and the SPU then turns the boat to head to that next waypoint When the last waypoint is reached the boat typically depending on how the Navigation System is set up will orbit that waypoint until the autopilot either is switched out of NAV mode or is given new navigation information by the user via the Navigation System Because the boat will turn automatically turn without input from the user at each waypoint when planning the trip it is crucial that the user verify that there will be sufficient room to execute the turn at each waypoint The autopilot can be set to alert he user by activating an alarm as the boat nears a waypoint all such external devices are in general referred to in this manual with the generic term Navigation System Document PN 29010074 V3 1 22 ComNav Commander P2 Installation amp Operation How Autopilots Work Autopilot Operation Following a Track AUTO ALC Mode Some ComNav autopilots provide another way to keep your boat on a specific Track Automatic Leeway Correction This feature an
143. nt spacers will need to be fabricated to go over the rod of the hydraulic cylinder to limit its travel see Figure 25 Caution If the travel of the steering cylinder is more than 25 4 cm 10 the Linear Rudder Follower will be over extended causing it to be damaged or destroyed There is no warranty on the Linear Rudder Follower for damage due to over extension OUTBOARD MOTOR STEERING CYLINDER a E E i H GE 4 OUTBOARD FEEDBACK 3 TWO PIECE SEE DIMENSIONS BELOW d CLAMP 7 30 FOOT 9 1 METER S d BAND CLAMP J STAINLESS STEEL ADD SPACERS IF NECESSARY TO LIMIT BRACKET TRAVEL TO 10 INCHES 254 MM MAX 15 2 INCHES 386 MM SLIDING ROD dn I E OUTBOARD FEEDBACK 5 INCHES 127MM MATERIAL STAINLESS STEEL amp PLASTIC 0 10 5 INCHES 0 267 MM Figure 25 Typical Arrangement of Linear Rudder Follower on an Outboard s Steering Cylinder Document PN 29010074 V3 1 52 ComNav Commander P2 Installation amp Operation Installation Step 3 The clamps and band should be positioned as far as possible towards the end of the Linear Rudder Follower which has the cable that goes to the autopilot see Figure 25 Loosely place the stainless steel band clamp around the Linear Rudder Follower and the outboard s steering cylinder Place the larger plastic mount bracket on the Rudder Follower curved face on the Follower Place the smaller plastic mount bracket on the steering cyli
144. ntrol Head screen accompanied by an audible alarm The autopilot will maintain its present course and NOT automatically turn the vessel to the next waypoint in a route until the alarm has been acknowledged by pressing the Fn button Auto automatic sequencing e display Waypoint Arrival on the Control Head screen accompanied by an audible alarm However the autopilot will automatically turn the vessel to the next waypoint in a route even if the alarm is not acknowledged by pressing the Fn button Silent silent sequencing e automatically turn the vessel to the next waypoint in a route Caution No waypoint arrival alarm will be displayed Choose this option if your Navigation System has its own waypoint arrival alarm that cannot be turned off and you do not wish to acknowledge the same alarm on multiple devices Document PN 29010074 V3 1 121 ComNav Commander P2 Installation amp Operation Basic Operations Correction If the vessel is not directly on track when in NAV mode there are three ways it can arrive at the waypoint Setting Description Comments The autopilot picks out the Course To Steer information from the Navigation System Course To Steer This results in a straight line course to the destination waypoint Cross track error while displayed is not used by the autopilot The autopilot steers from its current heading so as to minimize Cross Track Cross NaC Erion Error No Course To Steer infor
145. ocument PN 29010074 V3 1 4 ComNav Commander P2 Installation amp Operation Installation Other Connections Miscellaneous I O The J6 MISCELLANEOUS connector is reserved for possible future use The receptacle is supplied with a 10 pin mating plug Thruster Interface The J7 THRUSTER I FACE connector is used with the CT7 Thruster Interface The receptacle is not supplied with a mating plug since the required plug is supplied with the CT7 ComNav Network The J10 COMNAV NETWORK connector is reserved for possible future use The receptacle is not supplied with a mating plug 3 This connector was labelled J6 ENGINE I FACE in earlier Commander P2 SPUs Document PN 29010074 V3 1 75 ComNav Commander P2 Installation amp Operation Installation Post Installation Checks Be sure to perform all of the Electrical and Hydraulic checks listed below before using the Commander P2 Advanced Autopilot System for the first time Electrical Checks Once you have completed the wiring of the Autopilot System perform the following checks to ensure that the installation is complete and that the autopilot has been installed in a safe and secure manner 1 EE ge dl CO Check the power supply wiring from the battery breaker Verify that the polarity and voltage are correct use an accurate voltmeter for this Also check for correct wire size tightness of all connections fusing and proper operation of the
146. ode In NAV mode the Commander P2 Advanced Autopilot system can use steering information from an external NMEA 0183 Navigation System to steer to a destination or along a route of waypoints leading to a final destination In NAV mode the Commander P2 uses its own compass or the Navigation System as its primary source of heading for course keeping while the steering data received from the Navigation System is used to calculate the commanded heading to the destination or next waypoint To activate NAV mode e Turn on your Navigation System and activate a waypoint e Press the NAV button on the Control Head until the letter N appears in the upper left portion of the display indicating NAV mode shown below is the Normal NAV mode display see page 128 for the Alternate display Figure 90 Typical NAV Mode Screen Normal Display e The Waypoint ID Range Bearing and cross track error XTE as provided by the Navigation System will be shown on the Control Head display Note some Navigation Systems do not provide all of this information In such cases the display will show dashes or NONE in place of any missing data In NAV mode you can dodge quickly around obstacles and automatically return to your original Track See Dodge on page 129 and Jog Lever Turns on page 132 for more information You can limit the maximum amount of rudder travel in NAV mode by turning on the Auto Nav rudder limit
147. om the Navigation System as it tries to bring the vessel back on track is limited to the value set for XTE Limit in the Nav menu Caution Be sure to maintain a sharp lookout to ensure that there are no obstacles between the vessel and the original track Document PN 29010074 V3 1 125 ComNav Commander P2 Installation amp Operation Basic Operations Correction set to Both Steering To Along a Track In this method the Commander P2 will bring the vessel onto the track as smoothly and efficiently as possible It does this by combining aspects of steering using cross track error bearing from original to destination and bearing directly to the waypoint Figure 95 Steering with Correction set to Both When steering along a track the Commander P2 tries to minimize cross track error by steering to a heading that lies between the perpendicular to the track and the destination waypoint The farther you are off track the closer to the perpendicular the heading will be As you come closer to the track the heading of the vessel will change closer to the heading of the track When you are on track the vessel s heading and the track heading will be identical The total number of degrees that the autopilot will correct the heading received from the Navigation System as it tries to bring the vessel back on track is limited to the value set for Max Correction in the Nav menu Document PN 29010074 V3 1 126 ComNav Comman
148. ontrol Head and a message will be displayed on the LCD The alarm will remain activated until the condition that caused it is remedied or the alarm is cleared manually by you To clear the alarm manually press the Fn button once If the condition that caused the alarm remains the alarm will reappear after approximately 20 seconds Document PN 29010074 V3 1 85 ComNav Commander P2 Installation amp Operation Getting Started Dockside Setup Menu Accessing the Dockside Setup menu is always necessary during the initial setup of the autopilot Typically it is used only infrequently after initial setup A special button sequence must be used to access the Dockside Setup menu 1 Start with the Commander P2 system powered off 2 Press and hold the Fn button and the TURN button Then press amp hold the STANDBY ON OFF button Power will turn on 3 Hold all three buttons activated until the software version numbers are displayed then release the buttons Figure 63 Entering Dockside Setup 4 After a second or two the display will show the Dockside Setup menu Note that a large D which is the indicator that the system is in Dockside Setup appears in the upper left portion of the display The Dockside Setup menu is unlike other menus e there is no time out feature associated with it e when you exit it the P2 system performs a full Power On sequence which ends up in STANDBY mode Many of the items listed in the
149. or is connected to the Commander P2 at one of the SPU s two NMEA Input ports The standard cable length is 15 metres 50 30 metres 100 is also available Document PN 29010074 V3 1 30 ComNav Commander P2 Installation amp Operation System Overview Fluxgate Compass PN 20320004 Specifically designed for ComNav autopilots the ComNav Fluxgate Compass directly senses the Earth s magnetic field The unit incorporates a heeling coil for better performance when the vessel is either rolling or heeled The Fluxgate Compass is a sealed waterproof unit which may be mounted on a deck shelf or bulkhead This compass outputs the traditional analog compass signals Sine amp Cosine signals It is supplied with a 12 metre 40 cable an adapter cable PN311100024 is required to wire it into the Commander P2 s SPU P Figure 7 Fluxgate Compass Magnetic Compass Sensor PN 20320002 The ComNav Magnetic Compass Sensor detects the position of the compass card of an externally gimballed magnetic compass The sealed unit can be attached to the bottom of any of ComNav s Magnetic Compasses or the bottom or top of many other brands of externally gimballed magnetic compasses It is wired directly to the SPU with the attached 25 cable Figure 8 Magnetic Compass Sensor Document PN 29010074 V3 1 31 ComNav Commander P2 Installation amp Operation System Overview Magnetic Compasses ComNav offers several hig
150. ovides selection of STANDBY TILLER AUTO and NAV mode In TILLER mode the vessel s rudder position is tied to the position of the CR 203 s Tiller knob In STANDBY AUTO amp NAV modes the CR 203 operates identically to the Commander P2 s Control Head The CR 203 Remote supports WORK mode Refer to WORK Mode in the Advanced Operations chapter for an explanation of that mode TILLER AUTO T d TEET STEY e NAV Figure 15 CR 203 Handheld Remote Document PN 29010074 V3 1 36 ComNav Commander P2 Installation amp Operation System Overview TS 203 Remote PN 20310025 12m 40 cable PN 20310030 18m 60 cable PM 30310011 Ball Knob Kit The TS 203 Fixed Remote is a heavy duty Full Follow Up FFU Lever control which allows the operator to control the tiller steering and autopilot functions from any work station flying bridge or remote location on the vessel The optional Ball Knob Kit is a replacement for the TS 203 s standard tapered handle Tiller lever It is intended to be used where a ball handle is preferable or in installations where there is limited space in which to mount the TS 203 The kit s ball amp shaft are the same as used on ComNav Jog Levers The total ball shaft length is 12 cm 5 as compared to the TS 203 s standard handle shaft length of 18 cm 7 Figure 16 TS 203 Fixed Remote Document PN 29010074 V3 1 37 ComNav Commander P2 Installation amp Oper
151. p Operation Advanced Operations For example assume that you have defined a Close Reach as 60 and a Beam Reach as 90 to the apparent wind You are in WIND mode and the autopilot is steering to the wind at an apparent wind angle of 94 on a port tack When you press the AUTO button to bring up the Alternate WIND mode the autopilot will change the commanded wind angle to 90 because the current angle of 94 is closest to the Beam Reach definition of 90 The display will show a solid arrow indicating the approximate wind direction at 90 The autopilot will steer the boat from the present wind angle of 94 to the commanded wind angle of 90 Figure 108 Commanded Wind Angle Changed to 90 Now let s say you turn the COURSE CHANGE knob one click counter clockwise The commanded wind angle changes to 60 and an outline arrow appears on the screen to show that the wind will be coming from 60 once the autopilot brings the vessel onto the new commanded wind angle The boat will turn to port and as the apparent wind angle approaches 60 and the outline arrow will be replaced with a solid one Figure 109 Arrow Outline Shows Commanded Wind Angle The Commander P2 will not allow you to Tack or Gybe using the COURSE CHANGE knob when the alternative wind display is shown To tack you must bring the vessel to the Close Haul Def Point and then use the TURN button to perform the tack See the section on above as well as
152. pass Safe Distances Document PN 29010074 V3 1 180 ComNav Commander P2 Installation amp Operation CE Compliance Statement CE Compliance This product has been tested and is in compliance with the Electro Magnetic Compatibility EMC standards of the European Community and bears the CE label It has been tested according to the applicable sections outlined under Technical standard IEC945 EN60945 Marine Navigation Equipment General Requirements Applicable sections for methods of testing and required test results are Section 4 5 4 Section 4 5 4 Annex A Section A 3 Annex A Section A 4 Annex A Section A 6 Radiated Interference Immunity to Electro Magnetic Environment Immunity to Conducted Audio Frequencies Immunity to Earth Lead Coupling Immunity to Radiated Interference Test results and a declaration of conformity are on file at the ComNav Head Office Document PN 29010074 V3 1 ComNav Marine Ltd 15 13511 Crestwood Place Richmond BC V6V 2G1 Canada S ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 182 ComNav Commander P2 Installation amp Operation Index Document PN 29010074 V3 1 183 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 184 ComNav Commander P2 Installation amp Operation Index Ave 45 Compass Transcducer 30 46 60 101 Sy AC ec 6 lt 1 0 6 EE 67 Adjust Rudder Galil EE 103
153. peration Advanced Operations Pretack Preset Tack Figure 120 PreTack Turn Query Preset Tack Special Turns are only available in AUTO mode and if the Vessel Type in the Dockside Setup menu is set to Sail The Preset Tack turn will turn the vessel the number of degrees specified by the Pretack Angle in the Wind menu This turn is used when you need to tack while sailing the vessel to a compass course rather than to a specific wind angle as is done in WIND mode Important Preset Tack turns should initially be tested out in light to moderate winds and calm seas in order to understand how it works on your boat Document PN 29010074 V3 1 151 ComNav Commander P2 Installation amp Operation Advanced Operations Tack Figure 121 Tack Query in Regular left and Alternate right AUTO WIND Modes Tack Special Turns are only available in WIND and Alternate WIND modes e lf the vessel is sailing close to the angle of wind defined by the Close Haul Def parameter in the Wind menu the autopilot will turn the boat to a close hauled position on the opposite tack e lf the vessel is not sailing close to the Close Haul Def Point the autopilot will turn the vessel to a close hauled position on the same tack You should then ready your sails and perform another Tack Special Turn in order to get on the opposite tack Important See Tacking on page 139 for important safety information on performing Tack turns Document PN
154. r P2 Installation amp Operation Introduction Document PN 29010074 V3 1 15 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 s10 ComNav Commander P2 Installation amp Operation About This Manual About this Manual This manual provides essential information for the safe and reliable operation of the ComNav Commander P2 Advanced Autopilot System You are urged to read this manual in its entirety before you use your autopilot for the first time and to keep it handy until you become thoroughly familiar with the operation of your autopilot Typefaces Common Phrases amp Terms Throughout this manual you will see a number of different typefaces used and several commonly used words amp phrases with very specific meanings to describe concepts amp actions that are fundamental to the operation of the autopilot Please take a moment to become familiar with the following items Modes of Operation Specific modes of operation are placed in bold uppercase lettering Example POWER STEER mode Button Commander P2 Control Head buttons and controls are placed in uppercase lettering Example the TURN button System Component Specific System Components are capitalized Example The Control Head or a Fluxgate Compass LCD Display Text that appears in the LCD display is in quotation marks Example Waypoint Arrival press or momentary press Press and release the indicated button
155. r conduit protects it wherever it passes through bulkheads holds or any other area where it could be damaged If the length of cable supplied is too short to reach all the way to the SPU obtain a terminal strip and sufficient additional cable from your ComNav Dealer Mount the terminal strip in a convenient DRY location where it will not be subjected to moisture of any kind See Rudder Follower on page 63 for further details on connecting the cable to the SPU Heavy Duty Rotary Rudder Follower The ComNav Heavy Duty Rotary Rudder Follower is also compatible with the Commander P2 Advanced Autopilot System If you have purchased one of these devices follow the installation instructions supplied with the unit See Rudder Follower on page 63 for further details on connecting the cable to the SPU Document PN 29010074 V3 1 51 ComNav Commander P2 Installation amp Operation Installation Linear Rudder Follower Mounting Step 1 If the Linear Rudder Follower is to be mounted with the sliding rod facing towards the port side of the vessel turn the steering wheel so the motor is hard over to starboard If the Linear Rudder Follower is to be mounted with the sliding rod facing towards the starboard side of the vessel turn the steering wheel so the motor is hard over to port Step 2 Carefully measure the travel of the outboard motor s steering cylinder It must not exceed 25 4 cm 10 If it is more than that corrosion resista
156. re 36 Wiring Connections for Four Way Valves with Jog Leyers 61 Figure 37 Wiring Connections for Analog Compasees i 62 Figure 38 Wiring Connections for 45 Compass Transducer i 62 Figure 39 Wiring Connections for Twin Fin Wind Iransducer 63 Figure 40 Wind Transducer with NX2 Wind Data Instrument 63 Figure 41 Wind Transducer with Classic Nexus or NX2 Network Server i 64 Figure 42 Wiring Connections for Rudder Followers e 64 Figure 43 Wiring Connections for Rudder Angle Indicators ie 65 Figure 44 Wiring Connections for Reversing DC Motors 66 Figure 45 Wiring Connections for Linear Actuators or Mechanical Rotary Drives sssnnnnnssesensessnenrrrnrnrrerereeee 66 Figure 46 Wiring Connections for Shunt Field Reversing Motors 67 Figure 47 Wiring Connections for Standard Four Way Solenoid Valves mussmnsssssrsrrrrsereessssrrrrrrrrrrrrrnrrnrr sne rr rr rr r nr nr nonan 67 Figure 48 Wiring Connections for Constant Running Electric PUMP i 68 Figure 49 Wiring Connections for Two Speed Solenoid Valves ii 68 Figure 50 Wiring Connections for A C Solenoids i 69 Figure 51 Wiring Connections for Proportional Solenoid Valves rr rr rr rr nrnn rr rr rr nro nns 69 Figure 52 Wiring Connections for Isolation Amplifiers i 70 Figure
157. ring parameters to prevent this Also ensure XTE Sense in the Nav menu is set correctly Document PN 29010074 V3 1 169 ComNav Commander P2 Installation amp Operation Appendices The following messages are classified are severe errors Typically these messages describe a condition that prevents normal operation in the current mode but operation in other modes may still be possible The error messages may be temporarily suppressed by pressing the Fn button They are automatically cancelled should the condition that caused them be removed The Commander P2 cannot read the Analog compass specified in COMPASS ERROR the Standby menu under Compass Source Check compass wiring The Commander P2 SPU has detected a problem in FAULTY AUX 1 communicating with the Control Head connected to J12 Aux1 FAULTY AUX 2 or J13 AUX 2 Check all wiring The SPU circuitry has become too hot typically due to excessive current demands HIGH TEMPERATURE Check all wiring and verify that all output loads solenoids pump motors etc are within the specifications given for the SPU Also ensure that the SPU has adequate ventilation Valid NMEA 0183 Course data has not been received at NAV1 or NAV2 for 28 seconds Valid NMEA 0183 Speed data has not been received at NAV1 or NAV2 for 28 seconds Check that the Navigation System sending the data is turned on and functioning properly Check the wiring between the system and the
158. ring the Password Changing the Password Care Bri Malena C EE Cleaning and Appearance Protection of Wires and Cabling Periodic Checks Fuse Replacement ADP Le ei EE Appendix 1 NMEA 0183 Sentences Accepted and Transmitted by the Autopilot Messages Accepted Messages Transmitted Appendix 2 Error Messages Appendix 3 Auxiliary Head Remote Power On Appendix 4 Diagnostic LEDS Appendix 5 Upgrading Firmware Appendix 6 General Specifications Compass Safe Distances CE Compliance User NOTES amp Setting E User Settings Document PN 29010074 V3 1 10 Table of Contents Lists of Figures amp Tables ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tables List of Figures Figure 1 Basic Autopilot SV STEIN 222 tuensstsserersossveti sunss bits bords tes a T i res oe aE 19 Figure 2 Heading Change in AUTO Mode 21 Figure 3 Commander P2 System Block Diagram i 27 Figure 4 ie ie RE BEE 28 Figure 5 The Commander P2 SPU with Wiring amp Diagnostic Covers Removed 29 Figure o Veco G2 GES eu 30 FIGURE 7 IU GalesCOMD ASS EE 31 Figure 8 Magnetic COMPASS EE 31 Figure 9 Externally Gimballed Magnetic Compass with Bmnacle 32 Figure 10 45 Compass TranSQue EE 32 Figure 11 Heading Rate Stabilizer i 33 Sie talle e e 34 Figure 13 Heavy Duty Rotary Rudder Follower 34 Figure 14 Linear Rudder ellen
159. rovides sub meter Position accuracy DGPS source options in the G2 amp G2B include standard SBAS systems WAAS EGNOS MSAS etc and external RTCM SC 104 the G2B can also use terrestrial DGPS Radiobeacon signals IEC 61108 4 via an internal Beacon receiver module The Vectors feature fast start up times lt 1 minute heading updates up to 20 times per second and continue to work correctly at sustained turn rates up to 90 per second The Vectors come with a choice of mounting styles a flat surface base or a pole mount base The entire unit is fully waterproof The Vectors provide dual independently configurable NMEA 0183 data outputs each available at both NMEA 0183 standard output voltages and PC friendly serial COM port voltages One feature of the Vectors is especially useful in marine applications Heading is determined by mathematical computation directly from the RF signals from the GPS satellites rather than sensing the Earth s magnetic field and thus there are no local magnetic deviation effects from metal objects electrical devices amp wiring and so on The Vectors contain a solid state Gyro sensor which is used to provide Heading data in situations where GPS signal reception is subject to transient interference A Tilt sensor measures the vessel s Pitch or Roll depending on which way the unit is mounted and the data is used to remove any effects of Pitch Roll on the Heading computation The Vect
160. s Appendix 1 NMEA 0183 Sentences Accepted and Transmitted by the Autopilot The Commander P2 Advanced Autopilot system receives and transmits serial data in NMEA 0183 format Messages Accepted The Commander P2 accepts the following NMEA 0183 sentences the in front of the sentences indicates that the TALKER Identifier is always ignored p l Weg Cross Track Error Arrival Status Bearing from EE Ee Origin to Destination Waypoint ID i ni Cross Track Error Bearing from Origin to Autopilot Sentence B Destination Waypoint ID Course to Steer Bearing Origin to Destination SCT from Origin to Destination Waypoint Bearing amp Distance to Waypoint Range to Destination Heading Steering Command Course to Steer Wind Speed amp Angle Wind Angle Wind Speed Recommended Minimum a Cross Track Error Waypoint ID Range to RMB n Gre eh Destination Bearing from Origin to Destination 9 Arrival Status A Recommended Minimum Specific GNSS Data Speed Magnetic Variation Apparent Wind Speed amp Angle Wind Angle Wind Speed True Wind Speed amp Angle Wind Angle Wind Speed Cross Track Error Cross Track Error Table 8 NMEA 0183 Sentences Accepted by the Commander P2 Document PN 29010074 V3 1 165 ComNav Commander P2 Installation amp Operation Appendices All sentences received must have valid checksums Sentences which do not have any checksums or have invalid checksums will be ignored In some cases if t
161. s Lists of Figures amp Tables Figure 120 Figure 121 Figure 122 Figure 123 Figure 124 Figure 125 Figure 126 Pre Tack TUN UC EE 151 Tack Query in Regular left and Alternate right AUTO WIND Modes nr nan 152 Gybe Query in Regular left and Alternate right AUTO WIND Modes ran 153 Station Lock Icons on Main left and Aux Control Head when In command right 154 Password Query Pop Up WindoW c Leslie anioni 156 New Password POP UP Window EE 157 JP12 amp JP13 in Factory Default Position left and After Moving Shunts right 173 List of Tables Table 1 Minimum Recommended Wire Gauges iii 56 Tabple 2 NMEA Signal Translation Ee 74 Tale RN KEE 87 Table 4 Analog Compass Ke TEE 88 Ttable Ser NAV ee eege EE 122 E ei Wind Source SSISG e GENEE 144 Table 7 Fuse Replacement Guide EE 162 Table 8 NMEA 0183 Sentences Accepted by the Commander P 165 able NMEA Sentence Prony EE 166 Table 10 Warning Messages EE 169 ET E ege 170 Table 12 Critical Error MessagesS ii 171 table WEN Diagnos ie HES EE 175 Tabe 14 eg HEET EH HEEM 179 Table 15 Compass Safe DISTANCE S reroror e en E E E 180 Table 1 6 USEr OS EE 193 Document PN 29010074 V3 1 19 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 14 ComNav Commande
162. s Turning them on and adjusting them to suit is done in the Power Steer menu see page 115 gt The Commander P2 has an automatic Off Course Alarm that will be activated should the vessel fall off the commanded course in NAV mode by more than 20 There is a 32 second delay on this alarm Document PN 29010074 V3 1 120 ComNav Commander P2 Installation amp Operation Basic Operations Nav Menu The Nav menu contains a number of parameters used when operating the autopilot in NAV mode To access the Nav menu double press the NAV button Figure 91 Nav Menu pages 1 amp 2 Nav Source Set Nav Source to the SPU s input connection NAV1 or NAV2 that the external Navigation System is connected to The autopilot will then look at that input when in NAV mode to obtain the bearing and course to steer information The selected input can be the same one used for the Compass source see page 112 and or the Speed source see page 119 XTE Limit Cross Track Error Limit The autopilot will raise an alarm while in NAV mode if the vessel s cross track error exceeds the limit set here WayPt Arrival Waypoint Arrival When the vessel arrives at a waypoint or the end of a route a special arrival message Is sent to the autopilot from the Navigation System This menu item tells the Commander P2 how you want to deal with the arrival message Manual manual sequencing e display Waypoint Arrival on the Co
163. s sending data try reversing the two wires connected to NAV2 IN Refer to Appendix 1 for more information on the NMEA 0183 sentences accepted and sent by the Commander P2 system Document PN 29010074 V3 1 3 ComNav Commander P2 Installation amp Operation Installation Other manufacturers may have used different names for the NMEA 0183 serial data lines than those used by ComNav Refer to the following table for some typical equivalents ComNav Name J9 Connector Alternative Label Names Negative voltage or NMEA TAINor2AIN with respect to B A OUT should produce a SIG or SIGNAL logical 1 mark POS or VE Negative voltage or NMEA 1BINor 2BIN with respect to A B OUT should produce a logical 0 Space NEG or VE B signal RTN or RETURN Table 2 NMEA Signal Translation Guide PC Input amp Output The Commander P2 system can be connected to a desktop or laptop Personal Computer which is running navigation software The following diagrams show how to do this Figure 58 Connection to a PC with a DE 9 Connector Figure 59 Connection to a PC with a DB 25 Connector Note this method mixes the RS 232 electrical levels of a PC s COM port with the RS 422 levels of the SPU s NMEA 0183 NAV ports Nonetheless this method usually works fine However should you encounter any problems RS 232 lt gt RS 422 Convertors are available Contact your ComNav Dealer for details D
164. s warning will appear any time the wind speed is below about 6 knots Sailing in light winds below about 6 knots on a typical sailboat can be tricky since the boat speed will be low and thus there will not be sufficient steerageway for the autopilot to properly control the vessel s direction Should the wind speed rise above 6 knots the Low Wind warning will be replaced with either App Wind Apparent Wind or True Wind as determined by the Wind Source in the Wind Menu To exit WIND mode press the Fn button again The regular AUTO mode screen will be shown and the letter W will disappear from the display WIND mode can also be cancelled by switching to either STANDBY or POWER STEER mode Document PN 29010074 V3 1 198 ComNav Commander P2 Installation amp Operation Advanced Operations To change the commanded angle while in WIND mode rotate the COURSE CHANGE knob The commanded wind angle will change by 1 for every click of the knob Important Bear in mind that as always with the Commander P2 Advanced Autopilot System when you move the COURSE CHANGE knob clockwise the boat will turn to starboard This may increase the commanded wind angle or it may decrease it depending on which tack you are on Similarly when you rotate the COURSE CHANGE knob counter clockwise the vessel will turn to port Again this may increase the commanded wind angle or decrease it depending on which tack
165. se Reach Dages si et 143 Beil Igle DR e LEE 152 Compass Calibration 98 100 101 102 111 Compass Compensation 45 47 98 99 100 101 102 Compass Connection sunssesessrrrrreeeesserrrrrrrrrrrrrnennn rn nr rr nn nn 60 Compass Safe Disiance 54 178 COMPASS SetUD VEER 87 96 98 Compass SOUICE i 110 Connection to Two Speed Solenoid Valves 66 CONUOWACAG ila pirate 25 26 44 80 Control Head Connection i 58 EECHER reegen 120 121 122 124 Counter Rudder 1083 104 105 116 134 GoOurse alimis so illa 134 Course tm latini i alla 134 CR 203 Remote 34 171 Cross Track Error mt 119 Cross Track Error Sense 120 Cross Track Error Gieermg enn 122 OF EE 38 89 TA KEEN 121 D Default TUPAi ssaiieriia eee lente 110 IAG NO SUG LED Sol lait 173 Dire Ct B EGO EE 121 Be 111 Display Contrast iayon a aaaea E 111 Dockside Setup menu 84 87 98 99 100 101 143 149 165 Podi lipari 127 Biel 15 DVE BOXO EE 39 Drive Output Connections rr 64 Be DEE 87 DIVESYSenmis ig cal eine 95 sei Erormessages os cicala ea 83 167 a AEE SE eet ee sami eg 87 External Alarm enes rr snor rss nr 020 nn 69 37 BEN FISNZO0 Wl EE 111 See RE Lt EE 148 SEHR et 152 ComNav Commander P2 Installation amp Operation Fluxgate Compass 29 45 100 Four Way Hydraulic Valves AA 65 Four Way Valves Used with Jog Levers
166. ssa to A 136 142 Wind transduce osese gees 37 Wind Transducer Connection uessnoneeennennnneeennne 61 Ee EE 54 Vignette P DEE 54 Work Un ENEE 134 135 WORK mode 81 133 134 135 144 165 Work Mode State rer rrr 222220 2 ra 134 135 WOK TID CHE e eg 134 X ATE E 122 ATE LI EEN 119 ATE SCNSE aiaia N 120 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 188 ComNav Commander P2 Installation amp Operation User Notes amp Settings Document PN 29010074 V3 1 189 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 190 ComNav Commander P2 Installation amp Operation User Notes amp Settings User Notes amp Settings User Settings Once your Commander P2 system has been installed and set up correctly make a record of all the settings for future reference in the table below Default Value User Settings 1 User Settings 2 Dockside Setup menu Reset press Fn button to do n a Vessel type Displ Semi Plane Stern Sail Displ None Mag Flux Fixed Float An Compass type None I Compass setup press Fn button to do I Drive setup press Fn button to do Exit press Fn button to do n a Alarm O P External Alarm Type Thrust Type CT7 None SW D B SW D B None All Watch All None On Off Prop None Thrust MIN CT7 0 70 Thrust MAX CT7 Thrust min to 100
167. steer the vessel in a circle You will need to do at least 2 full circles You may choose to steer either to port or to starboard It doesn t matter which way as long as you do not reverse direction during the procedure Boat speed does not matter either instead the speed should be high enough to hold a constant rate of turn of about 2 to 3 degrees per second meaning that the full circle should take between 2 amp 3 minutes After 2 or more full circles press the PORT ARROW key to end the HRS compensation procedure and go back to the Dockside Setup menu 10 Screw the plastic screw on the top of the HRS all the way in again Be cautious not to over tighten it 11 Proceed on to step 4 of the Fluxgate Compass compensation procedure see the next page e lf during the Fluxgate procedure a CAN NOT READ HRS message appears then the HRS did not successfully auto compensate 0 You should first try repeating the procedure above but go through more turns then you did on the first try You may also have to relocate the compass and or HRS and then repeat the steps above If you continue to encounter difficulties please contact your ComNav Dealer for assistance Document PN 29010074 V3 1 101 ComNav Commander P2 Installation amp Operation Getting Started Fluxgate Compass 1 Power up the autopilot Double press the STANDBY ON OFF button to bring up the Standby menu Select Compass Source and make sure
168. steering parameters There are two parameter groups one group for Lo vessel speeds and one group for Hi vessel speeds These group labels are chosen because speed is often the single biggest factor in vessel dynamics The Commander P2 has been tested on a wide variety of vessels of different types and sizes The default settings for the steering parameters for each Vessel Type listed in the Dockside Setup menu are average values derived from testing and provide a good starting place for most boats of the same type During Sea Trials you will make adjustments to some of these parameters to suit your particular vessel Initial Sea Trials should be done in relatively calm conditions Note most of the steps performed here require that you be familiar with basic operation of the Commander P2 system see page 111 Familiarize yourself with the typical response of an autopilot to a heading change as shown in Figure 2 on page 21 Then follow the steps below to begin tuning your autopilot Note All of the parameters that are adjusted below are found in the Auto menu see page 117 Once the Commander P2 is steering satisfactorily make a note of the steering parameters in use and record them at the back of this book in the User Notes amp Settings chapter Adjust Rudder Gain amp Counter Rudder for Low Speed Adjust vessel speed appropriately for low speed running 2 Bring up the Auto menu highlight
169. t the Desired Heading Eventually the Actual Heading will match the Desired Heading The SPU will keep steering the boat on a heading of 135 until new instructions are received from the Control Head Figure 2 shows a vessel making that Southwest to Southeast turn in AUTO mode ComNav Autopilots provide an important safety feature in AUTO mode when you first select the mode the autopilot will use the current Actual Heading as the Desired Heading This feature prevents the autopilot from executing an unexpected turn when you first select AUTO mode Document PN 29010074 V3 1 20 ComNav Commander P2 Installation amp Operation How Autopilots Work N Ee Autopilot is steering vessel on a heading of 225 G i Pal Operator selects new desired heading of 135 SE Autopilot responds to the change in desired heading by moving the rudder to Port vessel begins to turn As the actual heading approaches the new desired heading the Autopilot starts to move the rudder back towards mid ships position Typical response is for the Autopilot to over shoot the new heading slightly then straighten Out N S N Autopilot is now steering the v ssel on the new heading of 135 SE a Figure 2 Heading Change in AUTO Mode Wind and Current Effects If your boat encounters a crosswind and or a tidal current at some angle to the Desired Heading it will be constantly pushed away from that heading in the dir
170. tc attached to the hydraulic system 2 Check that the highest hydraulic reservoir in the system is completely filled top it up if necessary If possible use a bottle of your system s hydraulic oil amp a piece of plastic tubing to add extra capacity to the highest reservoir see the figure below If you have a helper have them watch the oil level in the highest reservoir and refill it when necessary Figure 72 Adding Fluid Capacity 3 Turn the steering wheel hard against the stop to press as much oil as possible into the system The hydraulic cylinder rod should now be fully extended in one direction 4 To bleed the Reversing Pump you will need to extend using the autopilot the cylinder rod in the other direction and back again repeatedly until all air is removed Open one bleed screw or nipple on the hydraulic cylinder and close the other Normally you close the bleed screw closest to the end of the rod that is now retracted and open the bleed screw closest to the rod end now extended see Figure 73 Be sure to position the catch can under the open bleed screw first Document PN 29010074 V3 1 95 ComNav Commander P2 Installation amp Operation Getting Started 10 11 12 13 14 Position yourself so that you can see the hydraulic cylinder while operating the Commander P2 Control Head You can move the steering cylinder rod with the P2 s Drive outputs by pressing either the PORT or STARB
171. te the Control Head Cable from the Control head to the location where the SPU will be located Avoid running the cable parallel to antenna cables AC power or DC wires cables carrying heavy current Excess Control head Cable can be coiled up or the cable can be trimmed to a more appropriate length See Control Head on page 60 for details on connecting the cable to the SPU Document PN 29010074 V3 1 46 ComNav Commander P2 Installation amp Operation Installation Compasses The ComNav Commander P2 is usually supplied with either a ComNav s Fluxgate Compass optionally with a Heading Rate Stabilizer a 45 Compass Transducer or a Magnetic Compass Sensor for use with an externally gimballed traditional magnetic compass System packages with the ComNav Vector G2 or G2B GPS Compass are also available The choice of compass depends on the type and intended use of the vessel Refer to the appropriate section below for installation instructions for your magnetic compass e lf you have a Vector G2 or G2B Compass or other NMEA Compass please refer to the Installation amp Operation Manual that came with it When first installed most magnetic compasses will have Deviation Deviation is the error between the compass reading and the vessel s actual Magnetic heading Deviation is a result of magnetic fields induced in the vessel s hull on steel vessels and fields from objects such as engines davits galley equipment etc an
172. time and any directional offset that the vessel exhibits when the rudder is centred e Releasing one button will re start a Dodge in the other direction e Releasing both buttons will end the dodge completely with the same mode dependant behaviour with respect to resuming the Track as noted above Figure 99 Holding at a Heading Part way Through a Dodge Turn Document PN 29010074 V3 1 131 ComNav Commander P2 Installation amp Operation Basic Operations Jog Lever Turns If a Jog Lever is connected to the SPU terminal block J3 you can directly change the vessel s heading with that Lever while the Commander P2 is in POWER STEER mode in AUTO mode in NAV mode or in WORK or WIND modes This is identical to a Dodge except that you use a Jog Lever to start and control it and also you can do it while in POWER STEER mode When a Lever is activated the autopilot system allows connecting any desired number of Jog Levers see page 61 the rudder will move immediately in the requested direction to Port or Starboard As long as the Jog Lever is held activated the rudder will keep moving in the corresponding direction e f one or both of the Power Steer Rudder Limits and or the Auto NAV Limits are set see page 115 then the autopilot will stop moving the rudder when it gets to the smaller of the limits e f neither of the Rudder Limits are set then the autopilot will stop moving the rudder when it gets within a
173. to the rudder correction and if the course is decreasing the counter rudder subtracts from the rudder correction applied Like Rudder Gain described above there are two numbers shown one for LO speed and one for HI speed The parameter values do not have any units The following diagram provides a general guide to setting Counter Hudder Figure 88 Guidelines for setting Counter Rudder Seastate The Seastate control tells the autopilot how much deviation from the set course to allow before taking corrective action Seastate should be set according to sea conditions As conditions worsen the Seastate setting can be increased This may result in slightly worse steering performance but will reduce the amount of rudder movement and strain on the steering system This parameter s units are in total degrees on either side of the set course so a value of 1 will allow the vessel to change up to 0 5 of heading on either side of the set course before bringing it back on course The maximum value is 10 There is also an Automatic Seastate Control feature that will monitor and adjust the Seastate setting for you To activate this highlight Seastate in the menu and turn the COURSE CHANGE knob counter clockwise until the value reads A There are two Seastate settings one is for LO speed operations and one is for HI speed operations Turn Rate Varying the Turn Rate parameter controls the maximum rate at which the
174. u will scroll up by one item revealing a new high lit item Similarly when the highlight has been moved to the first item on a screen each subsequent press of the PORT button will scroll the menu down one item These long menus are arranged in a circular fashion so that the scrolling action can be carried on indefinitely Use the COURSE CHANGE knob to change the value of the currently high lit parameter For parameters with numbered values a clockwise turn of the knob will increase the value counter clockwise movements will decrease the value Non numerical values are generally arranged in a circular list for ease of use Note that every time a menu is accessed there is a little icon at the top of the display that looks like the COURSE CHANGE knob but with a line drawn through it This is a reminder that the COURSE CHANGE knob is not available for its normal function of changing the vessel s course because the knob is now being used to change parameter values All menus except Dockside Setup have a time out feature that triggers after about 10 seconds if no button presses or movements of the COURSE CHANGE knob are detected during that time out interval When a menu times out the display reverts to the previously active display just as though you had double pressed the menu button again Alarm Clear Whenever an alarm or error message occurs on the Commander P2 an audible alarm will sound both at the SPU amp at the C
175. uipment failure environmental conditions and improper handling or use The system does not reduce your responsibility for the control of the vessel when underway You must always be in a position to monitor the course supervise the autopilot and resume manual control if the need to do so arises Whenever underway your vessel must be under the control of a qualified and alert person General Notice This document ComNav part number 29010075 Version 3 Revision 1 is the approved Installation and Operation Manual for use with ComNav s Commander P2 Autopilot System Where versions of this manual exist in other languages the English version shall be considered authoritative Document PN 29010074 V3 1 3 ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tables Document History Revision Date By Description Y 27 April 2005 DC First Release 04 January 2006 DC Updated for new software release 2R1 29 August 2006 DC amp DTO corrected SPU lt gt NEMA 0183 Connection Diagram to show correct order of NAV 1 amp 2 input pins corrected SPU lt gt PC Connection Diagrams to show use of NAV 1 input pins instead of NAV 2 added Document History table this table 07 September 2006 revised Control Head Connection description text and associated Wiring Connections Diagram to include the new alternative colour coding of the cable 14 December 2007 added Compass Safe Distanc
176. used with the Commander P2 system You may elect to have more than one type connected at the same time This menu item allows you to switch from one to another at any time The selected input can be the same one used for the Navigation data source see page 121 and or the Speed source see page 119 Document PN 29010074 V3 1 112 ComNav Commander P2 Installation amp Operation Basic Operations Compass Cal Compass Calibration This item allows you to synchronize the compass on the autopilot with an external source Simply turn the COURSE CHANGE knob until the Compass Cal value reads the same as your reference source Note for safety reasons Compass Cal may not be adjusted in AUTO or NAV modes so it does not appear if the Standby menu is entered in one of those modes Backlight Level There are 9 levels of backlighting available numbered 0 through 8 Level 8 offers the brightest possible backlight Each level below 8 offers a correspondingly lower level of backlight Level 0 is completely off no backlighting To change from Level 0 to any other level double press the STANDBY ON OFF button to bring up the Standby menu The screen will temporarily light up with level 3 brightness so that you can see the menu For colour Control Heads the screen automatically changes to a night colour scheme see scheme C below whenever the backlight level is set to 1 2 or 3 Contrast monochrome only
177. vessel 2 Check that when turning the steering wheel to starboard the rudder actually moves so as to turn the vessel to starboard 3 Check that when the steering wheel is turned to port the rudder moves so as to turn the vessel to port 4 Ifyou have installed a ComNav Marine Reversing Motor Pump a Constant Running Pump or an Engine Driven Pump During the first few weeks of usage check for residual air and leaking fittings in order to prevent poor or dangerous steering performance Residual air in the steering system Following the initial installation and bleeding of any hydraulic pump some residual air may remain suspended in the hydraulic oil During the first few weeks this air will gradually bleed out through the header tank or the highest helm pump and the oil level may go down Check the fluid level several times during this period and add more oil as required Leaking fittings or equipment Following the initial installation and bleeding of a hydraulic pump continuously monitor the oil level at the reservoir or the highest helm pump in your steering system and add oil if required If you find that you are often adding oil it may be an indication of leakage in your steering system Check all hydraulic steering fittings and equipment for leakage Document PN 29010074 V3 1 ComNav Commander P2 Installation amp Operation Document PN 29010074 V3 1 78 ComNav Commander P2 Installation amp Operation
178. vessel may make a course change in AUTO or NAV modes return to its original heading after a dodge manoeuvre or execute a Special Turn Factors such as speed load hull characteristics and weather conditions may limit the maximum achievable turn rate This parameter s units are in degrees per second Up to 1 5 sec the value increments by 0 1 per click of the COURSE CHANGE knob between 2 0 sec to the maximum of 20 0 sec it changes by 1 per click There are two Turn Rate settings one is for LO speed operations and one is for HI speed operations Document PN 29010074 V3 1 118 ComNav Commander P2 Installation amp Operation Basic Operations Parameter Set The Commander P2 gives you the ability to store two sets of steering parameters labelled Hi high and Lo low This allows for best performance under varying vessel speeds and or loading conditions The autopilot can be set manually to use either the Lo or the Hi settings There is alsoa selection for Auto If Auto is chosen the autopilot will automatically switch from Hi to Lo or vice versa depending on the vessel s speed For Auto to work the autopilot must be connected to an NMEA 0183 Navigation System that outputs speed information The Speed Trip Point described below governs the point at which the switch is made When the Commander P2 is in AUTO or NAV mode it always indicates which steering parameter set is in effect This is
179. wer Rudder Angle Indicators Document PN 29010074 V3 1 6 Table of Contents Lists of Figures amp Tables 45 45 45 45 46 46 46 47 47 47 47 48 48 48 48 48 49 49 50 50 50 51 51 52 52 55 55 56 56 56 57 58 58 60 60 60 61 61 62 63 64 65 ComNav Commander P2 Installation amp Operation Table of Contents Lists of Figures amp Tab Drive Outputs Reversing DC Motor Hydraulic Systems Linear Actuators or Mechanical Rotary Drives Shunt Field Reversing Motors Standard Four Way Solenoid Activated Hydraulic Valves Two Speed Solenoid Valves A C Solenoids Proportional Solenoid Valves Azimuth Drives Surface Piercing Drives and Jet Drives External Alarm Output NMEA 0183 Input amp Output PC Input amp Output Other Connections Miscellaneous I O Thruster Interface ComNav Network Post Installation Checks Electrical Checks Hydraulic Checks Residual air in the steering system Leaking fittings or equipment EEN le Saed Autopilot Operations Power On Off Using the Control Head LCD Screen amp Buttons Operating Modes amp Menus Alarm Clear Dockside Setup Menu Reset Vessel Type An Comp Type Analog Compass Type Compass Setup Drive Setup Exit Alarm O P Alarm Output Thrust Type Thrust MIN Thrust MAX Language Setup Procedures Vessel Type Drive Setup Bleeding a Hydraulic Steering System Drive Setup continued Document PN 29010074 V3 1 les 66 66 66 67 67 68 69 69 70 7
180. wer cannot be turned on from CR 203 or TS 203 Remotes If reconfiguration is desired follow the instructions for enabling Auxiliary Head Remote Power On see page 173 Document PN 29010074 V3 1 60 ComNav Commander P2 Installation amp Operation Installation Jog Levers Any number of Non Follow Up NFU Jog Levers can be connected to the Commander P2 SPU They are simply wired in parallel to each other Connect them to the terminal labelled J3 JOG LEVER as per the following diagram Figure 35 Wiring Connections for Jog Levers In order to use the Jog Levers connected in the above manner the autopilot must be turned on The autopilot will then move the rudder either port or starboard for as long as the Jog Lever is held activated However the autopilot will stop the rudder when it gets to the user adjustable rudder limits programmed into the autopilot This reduces stress on the steering system Four Way Valves Used with Jog Levers If the Commander P2 is being used with four way solenoid activated valves see page 67 it is also possible to wire Jog Levers so that they may be used even when the autopilot is not powered on Caution This configuration is NOT RECCOMMENDED It is possible to damage the drive output circuits in the SPU when this configuration Is used which may void the warranty on your Commander P2 system and or the warranty of other equipment Also in this configuration the Jog Levers will force t
181. will sort that out shortly Figure 69 Move Rudder to Starboard Be sure to move the rudder all the way to the physical stops The speed at which you move the rudder does not matter nor does it matter if you move the rudder back and forth a bit when it reaches the physical stops so as to be sure it has reached those stops The autopilot will record the all the way position as measured by the Rudder Follower and will ensure in normal operation that the rudder is always stopped a couple of degrees shy of this position to avoid pounding against the stops 4 Once the rudder is hard over press the STARBOARD ARROW button Next the Commander P2 will prompt you to move the rudder all the way over to the port side Do so again all the way to the physical stops at any speed you like then press the PORT ARROW button Document PN 29010074 V3 1 93 ComNav Commander P2 Installation amp Operation Getting Started Figure 70 Move Rudder to Port The Commander P2 will quickly measure the rudder position again and then prompt you to move the rudder to the centre position e Do so again the speed at which you move the rudder does not matter nor does some back amp forth movement at the centre position Be sure the rudder is at the centre position this time Figure 71 Center the Rudder Note these tests also tell Commander P2 how you have wired the Rudder Follower input so that the ru
182. ydraulic pumps drawing up to approximately 20 amps For larger current requirements the ComNav CT2 Drive Box should be used To connect the pump motor directly to the SPU use the following diagram Note that wire polarity is not important since the Commander P2 will automatically make the necessary adjustments internally when the system is set up Figure 44 Wiring Connections for Reversing DC Motors Linear Actuators or Mechanical Rotary Drives Some Linear Actuators incorporate a Bypass Valve To operate properly the Bypass Valve should be activated by the SPU s SW D B output Similarly most mechanical drives incorporate a solenoid activated clutch The clutch solenoid should also be activated by the SW D B output Refer to the following diagram Figure 45 Wiring Connections for Linear Actuators or Mechanical Rotary Drives Two very important steps when installing any hydraulic system are to bleed it of any air trapped in the fluid and to check for fluid leaks These will be done later see pages 77 and 95 Document PN 29010074 V3 1 66 ComNav Commander P2 Installation amp Operation Installation Shunt Field Reversing Motors For shunt field reversing motors connect the shunt field coil positive terminal to SW D B and the coil negative terminal to SW D GND as per the following diagram Figure 46 Wiring Connections for Shunt Field Reversing Motors Standard Four Way Solenoid Activated Hydrau
183. ype of Compasses it will be using and have it verify that it can use those compass es Then you must compensate amp calibrate all your compasses Vessel Type 1 Access the Dockside Setup menu e First ensure that the Commander P2 system s turned off e Press and hold the Fn button and the TURN button Then turn the power on by pressing the STANDBY ON OFF button e Hold all three buttons activated until the software version numbers see page 81 are displayed then release them e After a second or two the display will show a large D in the upper left portion of the display and the Dockside Setup menu will be shown on the screen 2 Set the Vessel Type according to the chart given in the Vessel Type table page 87 Figure 68 Set Vessel Type Document PN 29010074 V3 1 92 ComNav Commander P2 Installation amp Operation Getting Started Drive Setup 3 Begin the Drive Setup function In the first part of this automated script the Commander P2 determines the orientation of the rudder follower and where the physical limits of the rudder travel are If you are not still in the Dockside Setup menu enter it Move the menu highlight to Drive Setup and then press the Fn button to start automated script Begin by manually moving the rudder all the way to starboard when prompted Do not be concerned if the rudder angle indicator shown on the display appears to go in the opposite direction The Commander P2

Commander P2 Installation & Operation Manual v3r1

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Commander P2 Installation &amp; Operation Manual v3r1

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Commander P2 Installation & Operation Manual v3r1