The Automatic Pilot

The Automatic Pilot described is the Sperry Marine Model: ADG 300 VT

The helm steering assembly consists of a helm wheel, display assembly, switch assembly and
three potentiometers. The potentiometers contained in the unit are driven through the gearing
attached to the helm wheel. The helm order is displayed numerically through an overlay
switch panel using two 7-segment displays. Lighted arrows below the seven segment displays
indicate helm order, direction, and rough magnitude. Helm order is adjustable for maximum
rudder angles of 20° to 75°.

The ratio of helm order to wheel angle is variable. Wheel movement near midships, where
fine control is desirable, gives helm orders similar to that which would be provided by a
conventional helm having approximately four turns hard-over to hard-over. With this variable
ratio helm, however, the ratio of rudder order to helm angle at higher values, where fine
control of the rudder is not required, is increased logarithmically so that the total range of the
rudder travel can be ordered in less that one full turn of the wheel.

A selection switch on the display assembly allows the helm to be configured for linear or non
linear steering gear. Selection of non-linear mode allows the installer to calibrate the helm
order display, using trim potentiometers for modifying the displayed helm order to match
non-linear steering gear.

The mode switch input from the steering control system to the helm steering assembly is used
to enable, or disable, the helm order display. While operating the steering system in the non-
helm mode, the PREVIEW switch allows the helmsman to momentarily display the helm
angle, which would be ordered when the helm is again selected as the controlling device.
Dimmer keys are provided for brightness control. They allow the intensity level of the
displays on the unit to be adjusted when operating the steering system in any mode.

Helm Wheel

The helm wheel provides helm order inputs to steer the ship when the HAND mode of
steering is selected. The helm wheel allows for 160° rotation ± 5° in each direction from
centre.

The helm wheel is mounted to a shaft equipped with a gear, which mechanically drives the
variable resistors. The helm wheel and the casting have markings, which show the helm
wheels centre position. The hub also contains hash marks, which show 5° and 10°
corresponding to a linear 35° rudder steering system.

Potentiometers

The three potentiometers are mechanically aligned with the helm wheel through gearing. Two
single potentiometers are used as helm input for a dual steering system and the third
potentiometer provides the helm angle to the display assembly for displaying the helm order
and direction. A section of the potentiometer provides a steering failure alarm.
Display Assembly

The display assembly is a micro-controller based circuit board which provides a digital read
out of helm order (in degrees). It contains LED light bars which provide panel illumination of
the switch assembly. The display assembly contains LED light bars, which illuminate behind
arrows on the switch assembly. The arrows indicate the direction wheel rotation and
approximate position (off centre, 1/3, 2/3, and full hard-over). The display assembly also
contains the circuitry for dimming the LEDs, and houses the circuitry for lamp test and helm
advisor functions.

Switch Assembly

The switch assembly contains three switches (PREVIEW, TEST, and DIMMER), associated
legends for the switches and for the HELM ORDER LEDs, and eight indicator arrows that
are illuminated by LED light bars on the display assembly (four for port and four for
starboard). Back-panel lighting of the switch assembly is supplied by LEDs mounted on the
display assembly.

The steering stand, which is situated in the centre of the wheelhouse directly to port of the
manoeuvring console, is the position from which manual and automatic steering of the vessel
will normally take place. The stand is fitted with a wheel on the aft side, which the helmsman
uses in conjunction with the rudder angle indicator and the gyrocompass display to steer the
vessel.

The magnetic compass is conveniently situated on the deck above the steering stand, along
with a voice pipe for communication and conning in the event of gyro failure. The compass
card can be viewed through a periscope, with adjustable reflectors to provide a good viewing
angle. Lighting for the compass card is supplied from the emergency supply.

The handwheel steering is of the follow-up type. The helmsman puts the handwheel to a
rudder position and the rudder follows to the requested angle, which is shown on the rudder
angle indicator.

A changeover switch on the wheelhouse manoeuvring console is used to set the steering
mode to either AUTO, FU (steering stand) or the NFU (non follow up tiller). In FU (follow
up mode) the rudder stops when the selected position is reached. In the case of NFU tiller
steering, the rudder moves in the pre-selected direction as long as the tiller is being actuated.
The position of the rudder in this case can be verified by observing the rudder angle
indicator. 
Autopilot Operating Modes

The autopilot has provisions for indicating both automatic and manual steering modes.
Automatic steering can be performed from the following three different automatic steering
modes

AUTO Mode

Performs automatic heading keeping using heading data from the gyrocompass and the
operators order setting. The ADG 3000 monitors dynamic parameters such as speed and
heading to continuously adapt the steering control output, to provide course keeping with
minimal rudder motion, and hence maximum efficiency.

NAV Mode

Steering mode which performs automatic head keeping using inputs from an external
navigator to steer the ship toward a waypoint. The NAV mode is selected by the autopilot
when AUTO is selected by the MODE switch. The NAV mode differs from the AUTO mode
in that the course to steer is determined by an external navigation system. The external
navigation system provides course order data used instead of the ADG 3000's own course
data. The ship is steered directly to a waypoint set by the external navigation system and
maintaining that course to the waypoint.

TRACK Mode

Steering mode which performs automatic head keeping using inputs from an external
navigator, corrected for cross track error by the autopilot to steer the ship toward a waypoint
over a designated track over the ground.

Non-Follow Up (NFU) Mode

This is the most fundamental of all steering modes, and is selected by the MODE switch. This
mode allows the operator the most direct control of the steering gear pump oil flow into the
steering actuators. Operating the NFU control causes the rudder to rotate left or right for as
long as the control is held in the left or right position. On releasing the control the rudder
remains stationary, holding position until the NFU controller is again operated, or the steering
mode is changed to a follow up mode. Setting the rudder angle to the desired position is
achieved by the helmsman observing the rudder angle indicator and operating the NFU
control left or right.
The autopilot is automatically configured to NFU mode when the operator moves the NFU
controller to an active state.

Helm Mode

This is a manual full follow up (FFU) mode of steering and is selected by the MODE switch.
When the operator changes the position of the helm wheel, the rudder begins to move and
keeps moving until it reaches the ordered position indicated on the helm. To return the rudder
to midships, the helm must be manually positioned to the zero degree position. When HELM
is selected the autopilot goes into standby mode.

Autopilot in Auto Mode

Adjust the autopilot front panel controls to the desired settings for this mode.

Verify that the steering control system has selected the autopilot.

Press the STATUS switch to select the AUTO mode. When the AUTO mode is selected,
the autopilot response will depend on the previous mode in use. In each case there is no
change in the effective heading-to-steer on mode transition, i.e, the transfer is smooth.

Rotate the ORDER knob until the desired heading-to-steer appears on the digital ORDER
display.

(Note ! ORDER and all control settings may be changed at any time while operating in
AUTO mode.)

Adaptive automatic pilot

The autopilot continuously monitors the ship's steering dynamics and adapts the parameters
of the generated control signals to provide the most efficient control of the rudder consistent
with the ship's heading and selected course. The adaptive nature of the autopilot is to provide
minimum rudder motion, which maintains ship stability while maximising fuel economy.

Course monitor and the off-course alarm

The course monitor and the off course alarm are two knobs that may be manually set
depending on the sea conditions and the traffic density.

The offcourse alarm is basically a simple knob, which may be set to a arbitrary figure of the
number of degrees that the navigator wishes to be alarmed on the autopilot wavering off
course.
In calm weather the alarm may be set to a low of 5. Thus if at any tome the course steered is
off by more than 5 the alarm is generated.

A low of 5 would however be not very feasible if proceeding in heavy weather, since even
with an adaptive autopilot system the course would certainly be off course by more than 5
very frequently as such a higher figure would have to be set say 10.

Thus the choice is left to the navigator.

Additionally a low figure on the off course alarm in heavy seas would put a greater strain on
the steering gear, which would be responding too fast and too often to keep the vessel on
course.

The other alarm – the course monitor alarm allows a manual setting for the rudder helm and
the yaw control. These two are linked together on some systems and setting of one affects the
other. These two have to be set with experience and after referring to the manual.

Improper setting of this control will affect the course keeping qualities of the autopilot and
even in calm sea a more frequent off course alarm would be received.

Testing prior to the ship's departure

Although not specifically mentioned in the SOLAS Ch-V, Regulation 19-2, it should be
borne in mind that due to the paucity of manpower the autopilot is a major item for long
range sailing. As such it should form a part of the main steering control tests. With no
autopilot the vessel would have to steer manually thus putting a strain on the manpower. This
would give rise to other factors like poor quality of look out- since the steersman would
require rest in between steering duties and expecting him to help in lookout duties would
endanger the safety of the ship.

Regulation regarding the use of the automatic pilot

SOLAS Ch-V Safety of Navigation

Regulation 19

Use of the automatic pilot

(a) In areas of high traffic density, in conditions of restricted visibility and in all other
hazardous navigational situations where the automatic pilot is used, it shall be possible to
establish human control of the ship's steering immediately.
(b) In circumstances as above, it shall be possible for the officer of the watch to have
available without delay the services of a qualified helmsman who shall be ready at all times
to take over steering control.

(c) The change-over from automatic to manual steering and vice versa shall be made by or
under the supervision of a responsible officer.

(d) The manual steering shall be tested after prolonged use of the automatic pilot, and before
entering areas where navigation demands special caution.

* Refer to the Recommendation on performance standards for automatic pilots adopted by

Regulation 19-1

Operation of steering gear

In areas where navigation demands special caution, ships shall have more than one steering
gear power unit in operation when such units are capable of simultaneous operation.

Need for regular checking of the automatic pilot to ensure that it is steering the correct
course

The provision of an offcourse alarm device together with an adaptive auto pilot does not
relieve the navigator of his duty. And his primary duty on the Bridge while navigating is to
navigate. That is he has to ensure that the right course is being steered. Be it manually or by
auto pilot. In pilotage waters the course is steered by hand and the navigator continuously
monitors the course steered together with the pilot. This continuous monitoring is necessary
since the helmsman may falter or the equipment may malfunction or there may be a
communication error. The reaction time allowed being low due to the close proximity of
hazards a continuous monitoring is required.

In the open sea after the steering has been changed over from manual to automatic, the need
to closely monitor as required for pilotage waters, may be dispensed with but that does not
mean that the navigator would forget about his primary duty. No time interval is set for
checking up, but a constant monitoring is required which may include visual signs – from the
propeller wash astern, the heavenly bodies, any clicking noise if emitted by the compass. And
of course frequent visits to the control stand.

Testing manually at least once per watch

Factors to take into account regarding the change-over to manual control of steering in order
to deal with a potentially hazardous situation
In addition to the above failures the following are also to be noted:

At any likelihood of close/ heavy traffic the controls should be switched to manual.
Especially if in open sea when passing a ship on end to situations, or when overtaking or
when being overtaken.
All transit through TSS should be on manual steering. Any passage where the course line is
close to hazards, when the reaction time would be in sufficient to take emergency measures,
the steering should be on manual. In heavy seas the vessel if allowed to steer a slightly yawed
course prevents damage to the fore part. And it is prudent to switch to manual and meet the
wave crests as they come in.

An example of a collision would give a better idea:

The master of a container ship off in the TSS off Cabo de Finisterre left the Bridge at
midnight handing over to the 2nd officer. The sea was calm and there was only one ship ahead
at a distance of 10NM. The distance between the two ships was being maintained – meaning
the ships were with the same speed.

The 2nd officer and the helmsman were on watch. The steering was fine and the 2nd officer
after some time went into the chart room to correct charts. Around 0200 hrs the helmsman
who had doubled as the lookout reported that the ship ahead was very close since the lights
were very bright. The 2nd officer rushed out and was dazed by the bright lights of the stern of
the other ship. The other vessel was fine on the port side of the own vessel. He instantly
ordered hard a starboard. The helmsman swung the wheel to starboard – he then reported that
the steering was not responding. The 2nd officer then ordered hard a port – panic had set. He
then realised that the vessel was still on autopilot. As soon as the control was switched to
manual the ship swung to port – since the helm had already hard to port. The vessels collided.
The port bow of own vessel slammed into the starboard quarter of the tanker ahead of them
and both sustained serious damage.

The above highlights the need to have controls switched over to manual well in time to
prevent any such mishap.