Operating Instructions for MULTIPILOT 1100 Radar and Navigation Systems

Operating Instructions
MULTIPILOT 1100
CONNINGPILOT 1100
Software Version 5.1.x
Radar Functions
Aids for Collision Avoidance
ECDIS Functions
Conning Displays
Track Keeping with TRACKPILOT 1100
Software Version 1.1.0
Speed Control with SPEEDPILOT 1100
VDR Operation
Alarms
Care and Maintenance
Item No.: ED3051G522 Revision: 01 (2009 -08) Order No.: 390005716

This document is our property for which we reserve all rights, including
those relating to patents or registered designs. It must not be
reproduced or used otherwise or made available to any third party without
our prior permission in writing.
Alterations due to technical progress are reserved.
SAM Electronics GmbH

D - 22763 Hamburg
Service
Customer Support Center
Phone: + 49 (0) 18 03 00 85 53
Fax: + 49 (0) 18 03 00 85 54
E-mail: shipservice@sam-electronics.de
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Operating Instructions General Safety Precautions
General Safety Precautions

for the Radar
Particular attention must be paid to the notes and warnings refer-

ring to possible faults in the radar display, since such faults can
impair the detection of targets.
The radar can perform its safety function if, and only if, the transmission power and the receiver sensitivity
are adequate. Therefore, these characteristics must be checked regularly (by means of the performance
monitor – see Section 47).
Connected position receivers must fulfil the standard IEC 61162-1 1).
ARPA target data are directly dependent upon the accuracy and proper functioning of the selected speed
sensor and the gyro compass.
Correct interpretation of indicated data requires knowledge about the implemented

Consistent Common Reference System (CCRS) (see Section 1.5).
DANGER: High frequency radiation
Persons must definitely avoid being present in the radiation danger zone
of the rotating antenna.
In the case of work being done on the antenna unit, the antenna switch
situated there must be set to 0 and the transceiver must be discon-
nected from the ship's mains.
☞ There is no international agreement about the danger posed by high frequency radiation of the kind
produced by the radar systems. In most countries, a radiation density exceeding 100 W/m2 is consid-
ered to be dangerous; in some countries, values over 10 W/m2 are regarded as not being completely
safe.
Radius of the Radiation Danger Zone

Transceiver
Antenna Type Radiation Density Radiation Density Radiation Density
A=Up B=Down
100 W/m2 50 W/m2 10 W/m2
5 ft X-Band 12.5 kW, Version A 1.4 m 2,8 m 14 m
25 kW, Version A 2.1 m 4,2 m 21 m
25 kW, Version B 1.65 m 3,3 m 16 m
8 ft X-Band 12.5 kW, Version A 0.65 m 1,4 m 7m
25 kW, Version A 1.3 m 2,6 m 13 m
25 kW, Version B 0.9 m 1,8 m 9m
14 ft S-Band 30 kW, Version A 1.3 m 2,6 m 13 m
30 kW, Version B 0.7 m 1,6 m 7.8 m
1) IEC 61162-1 largely corresponds to NMEA 0183.
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DANGER: Injury caused by a rotating antenna
When the radar system is switched to "ON", it is possible that, instead

of the expected antenna, a different one will begin to rotate. Therefore, it
must be ensured beforehand that all antennas can rotate freely and that
there are no persons near the antennas.
The different electronic units and gearboxes may be opened only by qualified,
trained persons.
DANGER: Dangerous voltage
Even when the equipment is switched off, there can be a dangerous

voltage present at exposed contacts in the units. Therefore, before a unit
is opened, it must be ensured that the voltage supply to the unit is
disconnected from the ship's mains, and that it remains disconnected.
Because of the capacitors contained in the units, there can be a

dangerous voltage present in any unit even several minutes (or several
hours in the case of monitors) after switching off and disconnection
from the power supply.
☞ If the units are to be disconnected from the ship's mains, it must be remembered that each antenna
unit, each transceiver electronics unit and each indicator normally has its own supply of power from
the ship's mains.
If, for the transfer of signals (e.g. transfer of the heading signal from the compass system), synchro
transmitter are used, a dangerous voltage exists in the units until the reference voltage is switched
off.
General Safety Precautions

when Using NACOS
The NACOS combines nautical data from the planning stage right up to automatic track control, and
displays these data in context at a workplace, usually the radar.
This increases the safety of ship-handling and reduces the workload of the bridge personnel.
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However, the use of NACOS does not release the operator from the obligation to handle the ship in
accordance with the rules of good seamanship, i.e. to monitor the course, speed and position of the ship;
the operation of the NACOS must be monitored too.
Even when NACOS is being used, non-observance of the safety

precautions can lead to unnoticed deviation from the planned
track, thus causing danger to shipping.
When NACOS is being used, the following points must be observed:

1. NACOS may be used and operated only by qualified personnel who have been trained to operate
the system.
2. Operators must continually keep themselves informed about the nautical situation of the ship and
about the status of the NACOS.
3. Alarms (visual alarms, acoustic alarms, messages) provide information that is relevant to safety.
NACOS alarms relating to nautical situations and to faults in the NACOS and in the sensors and/or
actuators connected to it must be observed.
When alarms occur, the operator must immediately obtain a clear overview of their causes, the
NACOS system status and possible reactions of the system, and - if necessary - must immediately
take all of the necessary actions for avoidance of possible danger. Only then alarms may be
cancelled.
4. The courses steered by NACOS must be continuously checked by the operator with regard to traffic
safety and taking account of the official charts.
5. While a manoeuvre is executed by the TRACKPILOT, special attention is required if the manoeuvre
must be altered. See page 273 for details.
6. Compensation for drift takes place in particular modes only.
7. Position data are dependent on the accuracy and proper functioning of the selected position sensor.
8. Connected position receivers must fulfil the standard IEC 61162-1 1).
9. Shallow water may effect the dynamics and manoeuvrability of a vessel. For this purpose, shallow
water is considered to be a water depth (depth below transducer + draft !) of less than 2.5 times the
draught of the vessel.
You are reminded that extra vigilance should be given to the reaction of your vessel in shallow water.
Careful consideration should be given before using the TRACKPILOT in shallow water, especially at
higher speeds.
If the TRACKPILOT is used in shallow water, as always, attention is to be given to the settings prior
to engaging and the performance monitored after.
1) IEC 61162-1 largely corresponds to NMEA 0183 Version 2.30 of 1st March 1998.
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Operating Instructions List of Contents
List of Contents
General Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

List of Contents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.1 Current IHO standards / Regulatory Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
1.2 Functions and Display Modes of the MULTIPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
1.3 CONNINGPILOT 1100. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
1.4 The Equipment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
1.5 The Consistent Common Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
1.6 Scope of Applicability of these Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
1.7 System Structure and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2 Basic Settings; General Remarks about Operating . . . . . . . . . . . . . . . . . . . . . 27

2.1 Switching the MULTIPILOT and the Radar System On and Off. . . . . . . . . . . . . . . . . . . . . . . 27
2.2 General Remarks about the Operating and Display Elements . . . . . . . . . . . . . . . . . . . . . . . 28
2.2.1 Trackball and Cursor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.2.2 Screen Display Fields, Buttons, Menus, Dialogs, Lists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.2.3 Input of Numerical Values . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
2.2.4 Input of Texts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.2.5 Help Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.2.6 Printing Out the Screen Content . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
2.3 Brilliance and Colour Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2.4 Colour Distortions, Degaussing and Viewing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.4.1 Colour Distortions on Monitors with Cathode Ray Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2.4.2 Colour Distortions on Monitors with Flat Screens (TFT Monitors) . . . . . . . . . . . . . . . . . . . . . . . . 37
2.4.3 Nominal Viewing Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.5 Display Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
2.6 An Overview of the Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
2.7 The Menu Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2.8 The Radar Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
2.9 The TRACKPILOT Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2.10 Activating/Deactivating of Slave Keyboards/Trackballs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Radar Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
3 Setting the PPI and the Chart Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

3.1 Screen Stabilisation: True Motion, Relative Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.2 PPI Orientation: Head-Up, North-Up, Course-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
3.3 Centering / Off-Centering of the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3.4 Range and Scale Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
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List of Contents Operating Instructions
3.4.1 Range Settings in the Radar Mode and in the Chart Radar Mode . . . . . . . . . . . . . . . . . . . . . . . 59
3.4.2 Special Features in ECDIS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
3.5 Display of the Radar Video. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
3.6 Bearing Scale, Scale Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
3.7 Range Rings, Grid. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
3.8 Own Ship and Target Symbols, Vectors, Past Position Plots . . . . . . . . . . . . . . . . . . . . . . . 63
3.8.1 Radar Mode and Chart Radar Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
3.8.2 Past Tracks and Other Special Features in ECDIS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
3.9 Trails of Radar Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
3.10 Setting the Display of Pre-planned Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
3.11 Defining the System Track and the TO-Waypoint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
3.12 Settings for Charts and User Chart Objects (Chart Radar and ECDIS Mode) . . . . . . . . . . . 75
3.12.1 Settings when Vector Charts are Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
3.12.2 Settings when Raster Charts are Used (ECDIS Mode only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
3.13 Setting the Display of the Map Objects (Radar Mode). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
3.14 Adjusting the Chart or Map to the Radar Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
3.15 Setting the Display of the RDF Target Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
3.16 Brief Suppression of the Entire Synthetics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
4 Setting the Radar Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

4.1 Radar Function On/Off, Interswitch Functions, Master/Slave Switch-Over. . . . . . . . . . . . . 89
4.2 Basic Setting of the Radar Video. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
4.3 Selection of the Antenna Revolution Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
4.4 Radar Setting for High Speed of Own Vessel (HSC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
4.5 Display of Racon Codes and SART Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
4.6 Special Radar Features in ECDIS Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
5 Heading, Speed, Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

5.1 Sensor Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
5.2 Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
5.3 Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
5.4 Position Sensor and Reference Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
5.5 Sensor Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
6 Bearing and Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

6.1 Cursor Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
6.2 Variable Range Markers (VRM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
6.3 Electronic Bearing Lines (EBL) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
6.4 Operating the VRM and the EBL Jointly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
6.5 Measurement Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
6.6 Parallel Index Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
7 ARPA and AIS Target Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

7.1 Symbols Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
7.2 Procedure of the Target Acquisition and Tracking Overview. . . . . . . . . . . . . . . . . . . . . . . 115
7.3 Manual AIS and ARPA Target Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
7.4 Automatic Target Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
7.5 Deletion of Targets, Loss of Target . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
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7.6 Target Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

7.7 Additional AIS Target Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
7.8 Target IDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
7.9 Reference Target Tracking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
7.10 Calculation principles for relative / true target data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
7.11 ARPA Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
8 General Information about AIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

8.1 AIS Summarised Briefly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
8.2 Overview of Functions and Operating Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
9 AIS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

9.1 Receiving Safety Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
9.2 Transmitting Safety Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
9.3 Long-Range Interrogation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
10 AIS Settings and Own AIS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

10.1 Setting the Own AIS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
10.2 Channel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
10.3 Displaying Own AIS Data and AIS State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
10.4 Reducing the Transmission Power when Loading and Unloading Tankers . . . . . . . . . . . 143
10.5 Switching Off the Transmitter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
11 AIS Aids-to-Navigation and Base Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
12 Alarm Settings for Targets, Track- and Sensor Monitoring . . . . . . . . . . . . . 147

12.1 Target Alarm Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
12.2 Track Monitoring (Track Alarms and Waypoint Approaching Alarm). . . . . . . . . . . . . . . . . 148
12.3 Depth Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
12.4 Squat Warning and Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
12.5 Suppressing Certain Alarms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
13 Trial Manoeuvres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
13.2 Setting the Trial Manoeuvre in Relative Display Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
13.3 Checking the Trial Manoeuvre in True Display Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
13.4 Switching Off the Trial Manoeuvre Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
14 Events and Position Fixes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
15 Editing of Pre-planned Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

15.1 Generating a New Pre-planned Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
15.2 Modifying an Existing Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
15.3 Generating a New Track on the Basis of an Existing Track. . . . . . . . . . . . . . . . . . . . . . . . . 166
15.4 Managing the Pre-planned Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
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16 Editing User Chart Objects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

16.1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
16.2 Preparing and Starting the Editing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
16.3 Functions that are Applicable for All Object Types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
16.4 Editing of Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
16.5 Editing of Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
16.6 Editing of Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
16.6.1 Editing Danger Highlights and Feature Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
16.6.2 Editing an Anchor Watch Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
16.7 Editing of Text Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
16.8 Ending the Editing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
17 Editing the Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
18 Displays in the Multidisplay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179

18.1 Docking Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
18.2 Zoom Display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
18.3 Depth Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
18.4 Wind Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
18.5 Camera Control (Optional Function) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
19 Quick Info Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

19.1 Contents of the Quick Info Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
19.2 Operating Procedure for the Stopwatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
19.3 Setting the Time Zone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
20 Evaluation of the Radar Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

20.1 Achievable Radar Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
20.2 Distortions of the Radar Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
20.3 Undesirable Echo Displays and Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
20.4 Radar Setting for the Display of Racon Codes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
20.5 Radar Setting for SART Detection (X-Band only). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
20.6 Transmission formats. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
20.7 Sector Blanking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
20.8 Basics of the Evaluation of Radar Video in SAM RADAR1100 Series . . . . . . . . . . . . . . . . 196
ECDIS Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
21 ECDIS on MULTIPILOT, Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

21.1 What is ECDIS? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
21.2 Implementation of ECDIS by MULTIPILOT and CHARTPILOT . . . . . . . . . . . . . . . . . . . . . . 204
21.3 ECDIS-Specific Display: ECDIS Mode with Chart Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
22 2nd CHART Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

22.1 Content of the 2nd CHART window. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
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22.2 Switching the 2nd CHART window On and Off; Setting its Position and Size. . . . . . . . . . 208
22.3 Setting the Content of the 2nd CHART window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
22.4 Working in the 2nd CHART Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
23 INFO Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
24 Chart Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

24.1 Monitoring Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
24.2 Monitored Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
24.2.1 Settings of the Monitoring Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
24.3 The Chart Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
25 Anchor Watch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225

25.1 Setting the Limits for the Anchor Watch Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
25.2 Activating the Anchor Watch Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
25.3 Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
25.4 Deactivating the Anchor Watch Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
26 Voyage Recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Conning Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
27 The Displays in the Conning Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

27.1 Selection of the Conning Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
27.2 Open Sea Display, Harbour Display and Manoeuvre Display . . . . . . . . . . . . . . . . . . . . . . . 234
27.3 Docking Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
27.4 Clearance Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
27.5 Individual Displays. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
28 Overhead Displays and Portable Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . 246

28.1 Operating the Overhead Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
28.1.1 Selecting the Individual Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
28.1.2 Setting the Brilliance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
28.2 Operating of the Portable Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
28.3 Monitoring of Received Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
29 Display and Operating of the CONNINGPILOT . . . . . . . . . . . . . . . . . . . . . . . . 251
TRACKPILOT Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
30 General Information about the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 255

30.1 Functional Integration of the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
30.2 Heading Mode and Course Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
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30.3 Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

30.4 Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
30.5 Use of the System Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
30.6 Displays for the TRACKPILOT in the NACOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
31 Parameterisation of the TRACKPILOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

31.1 Adaptation of the Control Behaviour to Suit the Loading State . . . . . . . . . . . . . . . . . . . . . 263
31.2 Adaptation to Suit the Weather and the Type of Waterway . . . . . . . . . . . . . . . . . . . . . . . . 263
31.3 Adjusting the Advance Warning of the Approach to the Wheel-Over Point . . . . . . . . . . . 265
31.4 Track Control Mode: Direct Approach to the TO-Waypoint . . . . . . . . . . . . . . . . . . . . . . . . 265
31.5 Sailing Mode: Switching Great Circle Navigation On and Off. . . . . . . . . . . . . . . . . . . . . . . 266
31.6 Correction of the Actual Course for the Track Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
32 Connecting the TRACKPILOT to the Steering Gear . . . . . . . . . . . . . . . . . . . . 269
33 Sailing in Heading Mode or Course Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

33.1 Steering with the Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
33.2 Steering with NEXT Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275
33.3 Steering with Pilot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
34 Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

34.1 Preparations and Switching Over to Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
34.2 Sailing in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
35 Useful Information Regarding the Steering Modes . . . . . . . . . . . . . . . . . . . . 289

35.1 Use of TRACKPILOT in Shallow Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289
35.2 Influence of Drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
35.3 Position Filtering and Position Monitoring in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . 291
35.4 Correction of the Actual Course to Reduce Constant Track-Deviations . . . . . . . . . . . . . . 294
36 Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

36.1 Settings, Display of the Parameters, and Functional Principle . . . . . . . . . . . . . . . . . . . . . 295
36.2 Activating/Deactivating the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
36.3 Operation in the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
37 Utilities for the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301

37.1 Resetting and Restarting the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
37.2 Recording of TRACKPILOT Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302
SPEEDPILOT Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
38 General Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 305

38.1 The Operational Modes of the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305
38.2 Display of the Data; Operating Elements of the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . 306
38.3 Parameterisation of the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
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39 Sailing with the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
40 Useful Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . 315

40.1 Switch-over processes and Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
40.2 Resetting and Restarting the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
Voyage Data Recorder (VDR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 317
41 Voyage Data Recorder VDR DEBEG 4300. . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
NAVTEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
42 Navigational Information from Telex (NAVTEX) . . . . . . . . . . . . . . . . . . . . . . . 321

42.1 NAVTEX Summarised Briefly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
42.2 NAVTEX on Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
42.3 Displaying received NAVTEX messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
43 Alarm Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
44 List of Alarms. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329

44.1 AIS Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
44.2 VDR Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
44.3 NAVTEX Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
45 List of the Alarm Signal Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Care and Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
46 Care and Maintenance Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369

46.1 Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
46.2 Maintenance Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
46.3 Remote Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
47 Performance Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
48 Check of the Monitor Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
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MULTIPILOT
49 System Maintenance Manager . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377

49.1 Determining the Versions of Software, Hardware and Documentation . . . . . . . . . . . . . . . 378
49.2 Listing the System Faults. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
49.3 Off-Line Self check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
49.4 Checking / Correcting the Computer Time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
49.5 Distribution and Deletion of Map Data; Data Saving . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385
49.6 The Handling of Diskettes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
49.7 Restarting the Radar Indicator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
49.8 Behaviour on Failure of the Hard Disk Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 388
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 391
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MULTIPILOT
General
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MULTIPILOT
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MULTIPILOT 1 Overview
Operating Instructions 1.1 Current IHO standards / Regulatory Approvals
1 Overview
Subjects of this Section:

◆ Brief overview of the functions and the parts of the system
◆ Optional parts and functions
◆ Consistent Common Reference System
◆ Scope of Applicability of these Operating Instructions
◆ System Structure and Installation
1.1 Current IHO standards / Regulatory Approvals
For an up-to-date overview regarding the IHO standards which are currently in effect for ECDIS, ECDIS
application software versions, compliance status and regulatory approvals for CHARTPILOT and its
surrounding equipment, please contact SAM Electronics´ website:
http://www.sam-electronics.de/dateien/navigation/multipil.html
According to the international convention for the Safety of Life at Sea (SOLAS) chapter V radar equipment is
classified into three categories depending of the size of the ship. The RADARPILOT 1100 series is approved
for the highest two categories CAT 1 and CAT 2. The table below provides a summary of capabilities and differ-
ences for both categories as implemented in this radar series.
Category of ship/craft
CAT 2 1) CAT 1 2)
500 gt to <10000gt
Size of ship/craft and All ships/craft ≥10000 gt
HSC < 10000 gt
Minimum operational display area diameter 250 mm 320 mm
Minimum display area 270 mm x 270 mm 340 mm x 340 mm
Usually used monitor 19’’ TFT 23’’ TFT
Auto acquisition of targets Yes Yes
ARPA target capacity 40 40
Activated AIS target capacity 40 40
Sleeping AIS target capacity 400 400
Trial manoeuvre Yes Yes
1)
Earlier classified as 16" radar
2)
Earlier classified as 12" radar
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1 Overview MULTIPILOT
1.2 Functions and Display Modes of the MULTIPILOT Operating Instructions
1.2 Functions and Display Modes of the MULTIPILOT
The MULTIPILOT combines all of the main operating and display functions for traffic surveillance, colli-
sion avoidance and for nautical ship-handling in a unit of equipment. This is important for automated ship-
handling in particular, for which a large number of parameters and system statuses have to be observed
together with the nautical situation.
The MULTIPILOT is normally connected to all of the important navigation units and other units used for
ship-handling purposes, thus forming a system. The MULTIPILOT acts as the operating and display unit
for the following units and functions.
☞ All switch-over actions mentioned in the following (selection of the units to be operated, switching
over between display modes, etc.) take place directly on the MULTIPILOT, in each case by means
of just one or a few operating steps and with only a short reaction time taken by the unit.
ARPA Radar
All installed X- and S-Band radar units of the Series
1000 can be operated here. The MULTIPILOT can be
switched to act as a master or slave indicator for any
radar transceiver of this series.
In Radar mode, the MULTIPILOT is approved for use
as a radar as per IEC 60936-1 (S h i p b o r n e R a d a r ) 1).
Because of the ARPA electronics contained in the
MULTIPILOT, the MULTIPILOT also possesses ARPA
approval as per IEC 60872-1 (A u t o m a t i c r a d a r p l o t t i n g
a i d s ( A R P A ) ) and if there are appropriate antenna-
gearboxes it also possesses approval as per IEC
60936-2 (S h i p b o r n e r a d a r f o r h i g h s p e e d c r a f t
( H S C ) ).
Automatic Identification System (AIS)
The complete set of operating and display functions of a connected AIS unit of type UAIS DEBEG 3400
/ AIS 3410 are integrated within the MULTIPILOT. The displays of the ARPA targets and of the AIS
targets and their data are coordinated with one another. In common with the navigation marks (AIS Aids-
to-Navigation) that are transferred via the AIS, they are available in the display modes "Radar", "Chart
Radar" and "ECDIS". According to IMO SN/Circ. 217 (G u i d e l i n e s f o r t h e P r e s e n t a t i o n o f A I S T a r g e t
I n f o r m a t i o n ), the combination consisting of MULTIPILOT and UAIS DEBEG 3400 / AIS 3410 is approved
as an AIS.
1)
All statements made in these Operating Instructions about approvals are applicable only if the choice of units (e.g. monitor type), the instal-
lation and the configuration fulfil the conditions defined in the individual approval certificates.
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Operating Instructions 1.2 Functions and Display Modes of the MULTIPILOT
ECDIS
Various types of electronic chart, both vector charts and
raster charts 1), can be stored in the database of the
MULTIPILOT and displayed on the chart area of the
ECDIS mode. In this display mode too, the planned
routes, the own ship symbol, the radar targets and, if
necessary (but not together with raster charts), the radar
video can additionally be displayed, so that a complete
overview of the nautical situation is thus offered.
In ECDIS mode, the MULTIPILOT in combination with a
CHARTPILOT 1100 unit meets ECDIS requirements of
IEC 61174. As an Electronic Chart Display and Informa-
tion System (ECDIS), this combination of units is there-
fore equivalent on seagoing ships to the paper charts
required by SOLAS V/20 of 1974, as long as they are
operated with official electronic charts as per IHO S-57
(on the MULTIPILOT, this chart type is called ENC). For
the use of raster charts for navigation (RCDS mode),
national authorities can additionally prescribe the use of
paper charts to a specified extent.
Chart Radar
In a further display mode, namely the Chart Radar
mode, the radar video is combined with the electronic
chart (vector charts only) in such a way that the radar
target-detection function is maintained in all circum-
stances. The operator has various possibilities of indi-
vidually adjusting for himself the information content of
the displayed chart. In this mode, the MULTIPILOT is
approved as a chart radar as per IEC 60936-3 (R a d a r
w i t h C h a r t F a c i l i t i e s ).
1) Raster charts are generated by the scanning of paper charts. In the case of raster charts, the individual pixels are stored together with
their colour values. Objects are created here as a visual impression only; the program knows only the colour values of the pixels, but not
their meaning.
In the case of vector charts, the objects are electronically stored individually, together with their geographical positions and a number of
other data items which can be displayed individually. With vector charts, the screen display is created by calling up the individual object-
data using a corresponding IHO-standardised display specification.
For further explanations, see the Operating Instructions of the CHARTPILOT.
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1.2 Functions and Display Modes of the MULTIPILOT Operating Instructions
Conning Displays
On the MULTIPILOT, the required navigation data can
be displayed in the form of conning displays for normal
sailing (Open Sea display - see the adjacent illustration
and Harbour display), for docking manoeuvres
(Docking display) or for sailing in shallow water (Clear-
ance display), whichever is selected.
Autopilot / Track Control System
On the MULTIPILOT, it is also possible to operate the
optional TRACKPILOT 1100. The TRACKPILOT is a
track control system, which can also be operated as a
conventional adaptive autopilot
- in Heading mode without automatic drift-correction
or
- in Course mode with automatic drift-correction
but with which, in contrast to a conventional autopilot,
- in Track mode the ship can automatically be kept on a pre-planned track with great accuracy.
Furthermore, it is possible based on the installation to maintain the ship´s heading during anchoring.
The operating procedure for the TRACKPILOT is completely integrated within the MULTIPILOT, and can
take place in all display modes.
Systems which are equipped with a TRACKPILOT are called NACOS (Navigation and Command
System). Usually, the TRACKPILOT can be operated from various radar workplaces of the NACOS
(RADARPILOT, CHARTRADAR and MULTIPILOT), whichever is selected. The decision as to which indi-
cator is to be used as the operating unit of the TRACKPILOT is made by simply pressing a key on the
unit concerned.
Speed Controller
The operating procedure for the SPEEDPILOT too - an optional function of the TRACKPILOT - can take
place on the MULTIPILOT. The SPEEDPILOT is a speed controller with which, as an alternative to
manual operation of a lever,
- in Set Lever mode it is possible to set a fixed lever,
- in Set Speed mode it is possible to set a fixed speed,
- in Set RPM mode it is possible to set a fixed RPM,
- in Profile mode the ship can be made to sail with a fixed speed-profile stored for the pre-planned
track during the speed/time planning, or
- in Arrival mode, the Arrival Speed computed by the system can be specified as the set speed which
makes the ship reach the desired destination at the planned time of arrival (if permitted by the
external conditions).
Alarm Management
The MULTIPILOT is also a platform for the navigation alarm management facility: Important alarms which
have been generated by the MULTIPILOT, by other radar units of the system or by the TRACKPILOT or
SPEEDPILOT appear on the MULTIPILOT. The alarms of the bridge alarm system too can appear here 1),
including the reported causes of the alarms. If installation has been performed appropriately, the acoustic
alarm signals which have possibly been generated simultaneously by the various units, including the
bridge alarm system, are switched off centrally on the MULTIPILOT by the pressing of a key.
Voyage Data Recorder (VDR)
If a voyage data recorder VDR DEBEG 4300 is connected, some important operating steps can be
performed at the MULTIPILOT, where the VDR can also be monitored.
1) if an interface is installed between the radar system and the bridge alarm system.
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Operating Instructions 1.3 CONNINGPILOT 1100
Overhead Displays and Portable Displays

Sensor data that are usually displayed in the individual display units of the sensor manufacturers can be
grouped together in Overhead Displays and in Portable Displays 1), provided that the sensors are
connected to NACOS. The operating of the Overhead Displays (selection of the displays and setting of
the brilliance) can take place at any radar indicator. The Portable Displays are operated locally but, if the
corresponding settings are made, they can also be operated at any radar indicator.
1.3 CONNINGPILOT 1100
The CONNINGPILOT is a monitor that is connected to the TRACKPILOT electronics unit. It is used for
the presentation of conning displays. A separate trackball is available for the selection and adjustment of
the displays.
The displays of the CONNINGPILOT (and also its operating) correspond to the Conning mode of the
MULTIPILOT. The few special features of the CONNINGPILOT are described in Section 29.
1.4 The Equipment Components
The MULTIPILOT consists of two segments which are connected to one another via bus systems (CAN
Bus) and TVA 2) signals. These segments are the indicator and the RF components.
The indicator 3) is the central operating and display unit. It consists of
- the monitor, with a high-resolution TFT colour screen,
- the trackball, with which all operating inputs can be made,
- the optional radar keyboard, with which operating steps that are frequently used can be carried out
particularly conveniently by means of function keys and rotary knobs,
- the optional TRACKPILOT keyboard which is needed in order to operate the TRACKPILOT and -
if present - the SPEEDPILOT,
- the display electronics unit, the heart of which consists of a high-performance computer in which
the ARPA and ECDIS functions are implemented and which harmoniously combines all of the
described functions on one and the same operating and display unit. It also performs the communi-
cation with the display electronics units of the other radar sets installed. In addition, the interface
adaptation for navigation sensors having NMEA interfaces takes place here.
The display electronics unit contains
- a diskette drive, which permits very easy servicing and makes it possible to save data and to
exchange data with radar systems installed on other ships,
- a CD-ROM drive by means of which the programs of the display electronics unit can be loaded,
and
- a hard disk drive on which the operating programs and the MULTIPILOT's internal database
containing the electronic charts is stored.
- On the interconnection box, all ship's cables leading to the indicator are connected. If necessary,
special Interface electronics is also accommodated here.
Usually, the indicator is supplied with power via an uninterruptible power supply (UPS), which allows
the MULTIPILOT to continue operating if the on-board mains fails for a limited period of time.
1) These are tablet PCs which receive their data by radio (WLAN).
2)
The TVA signals entered there are the combined reception signals of the radar transceivers. In the indicators, these signals are used to
generate the radar video signal, as well as the trigger signals and antenna signals (TVA = Trigger, Video, Azimuth).
3)
In the appropriate display modes, this indicator has the function of a radar indicator. Where "radar indicator" is mentioned in the documen-
tation, the indicator of the MULTIPILOT too is meant.
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1.4 The Equipment Components Operating Instructions
In addition,
- slave monitors can be installed, which repeat the display shown by the indicator to which they are
connected.
- slave keyboards or slave trackballs can be installed. Each slave keyboard or slave trackball is
assigned to a slave monitor. For each slave keyboard/trackball, there is a Remote Keyboard Elec-
tronics (RKE) which, by means of a single operating step, makes it possible to assign the operating
functions to a slave keyboard (trackball) / slave monitor pair.
- a video buffer is used, if there is more than one slave monitor connected to an indicator.
The RF components are
- the transceiver (electronics unit), which contains the X-Band transceiver or the S-Band transceiver
(transceiver version B = bulkhead), and
- the antenna (unit), consisting of
- the antenna gearbox (X-Band or S-Band) and
- the scanner (5 ft X-Band or 8 ft X-Band scanner or 14 ft S-Band scanner).
The transceiver can also be accommodated in the antenna gearbox, so that there is no need for a
separate transceiver electronics unit (transceiver version A = antenna/mast ahead).
In addition, a unit called
- the Interswitch may be present. When there are more than two radar indicators or more than two
transceivers installed, the switch-over between the indicators and transceivers is performed by the
Interswitch.
The optional TRACKPILOT consists of
- the TRACKPILOT electronics unit, which contains the processor electronics of the TRACKPILOT,
the interconnection box and
- the TRACKPILOT interface, which contains the interface electronics to the rudder engine, propul-
sion and other engine data.
A second redundant TRACKPILOT consisting of a TRACKPILOT electronics unit and a TRACKPILOT
interface can be integrated into the system. This TRACKPILOT 2 acts as a fall back in case of failures
of TRACKPILOT 1.
☞ Both TRACKPILOTs contain all interfaces to the rudder engines redundantly.
If the propulsion data and the other engine data are not available twice over, then they are only
connected to TRACKPILOT 1 and are distributed within the system to TRACKPILOT 2 and to the
other system components. With this limited constellation, the failure of TRACKPILOT 2 does not lead
to any functional restrictions, but failure of TRACKPILOT 1, especially its interface unit, will result in
not all conning displays being complete.
The program of the optional SPEEDPILOT too runs in the TRACKPILOT electronics unit, the interfaces
between SPEEDPILOT and the propulsion system are contained in the TRACKPILOT interface.
☞ If two TRACKPILOTs are installed: The SPEEDPILOT is located in TRACKPILOT 1. Complete
failure of TRACKPILOT 1 leads also to failure of the SPEEDPILOT function.
All electronics units are connected to one another via bus systems, by means of which the exchange of
data takes place. The illustration on the following page represents a system of medium extent with a
MULTIPILOT, together with its most important connections.
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Operating Instructions 1.5 The Consistent Common Reference System
1.5 The Consistent Common Reference System
The radar system of the MULTIPILOT with its sensors and connected equipment is implemented in form
of a Consistent Common Reference System (CCRS). Thereby it is possible to have a central function
for acquisition, processing, storage and distribution of data and information, providing identical and oblig-
atory reference to subsystems within the integrated system. The CCRS is the means to ensure that all
parts of the system use the same source and values for a specific type of system data, for example own
ship position, speed, heading, time, etc. The CCRS allows to define the Consistent Common Reference
Point (CCRP), a reference location in a ship to which all measurements such as own ship position, target
range and bearing, rel. course and speed etc. are referenced. Typically this is the conning position on the
bridge, but may also be the origin of the reference axes of the ship or the radar antenna. The details of
the CCRS and CCRP implementation are documented in the respective chapters of this manual.
target video
Cursor
antenna
sweep (bow) Heading line
COG / SOG CON
EBL
VRM
REF = CON
AIS target
Parallel index line
Measurement relative to the Conning Position (REF = CON)
target video
Cursor COG / SOG
Heading line
antenna sweep
(bow antenna)
EBL
REF = RADAR
VRM
AIS target
Parallel index line
Measurement relative to the Radar antenna (Bow Radar) REF=RADAR
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1.6 Scope of Applicability of these Operating Instructions Operating Instructions
1.6 Scope of Applicability of these Operating Instructions
These operating instructions cover all of the above-mentioned variants of the equipment items mentioned.
They refer to systems which are approved under the software version stated on the title page. 1)
The Operating Instructions describe all functions that can be implemented on the MULTIPILOT in the
case of the maximum version of the system and the presence of the sensors that can be connected. In
the case of a reduced system configuration and absent sensors, the functions concerned are not avail-
able. If the MULTIPILOT is used in, for example, systems without a TRACKPILOT, then the TRACK-
PILOT keyboard and the functions described in the part T R A C K P I L O T F u n c t i o n s are absent. The MULTI-
PILOT can also be used without a radar keyboard, so that only operation by means of the trackball is
possible but not the keyboard-based operating procedure described.
With regard to the VDR DEBEG 4300, only the operating actions that can be performed at the MULTI-
PILOT are described. The functions of the VDR and further operating possibilities are described in the
Operating Instructions of the VDR.
MULTIPILOT with Reduced Functionality

A MULTIPILOT 2) can also be configured on service level, so that some or all of the following functions
are not available to the operator:
- The indicator cannot act as a master of the installed radar transceivers, but can be switched on to
the installed transceivers as a slave indicator. If the master indicator of the selected transceiver is
switched off or is going to Stand-By mode, this indicator will be switched to Stand-By. See also
Section 4.1
- The selection and setting of the navigation sensors is not possible. See also Section 5.
- The functions Set/Cancel System Track and Select TO-Waypoint are not available. See also Section
3.11.
- Editing, storing and deletion of pre-planned tracks is not possible. See also Section 15.
1) On page 378, there is a description of how the software version of the MULTIPILOT can be displayed.
2) This indicator may be installed in a distance to the navigation bridge (i.e. at the chart table, in a control room etc.).
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Operating Instructions 1.7 System Structure and Installation
1.7 System Structure and Installation
On the following pages drawings of typical radar system installations are shown. The system internal
wiring (interconnection) of the CAN-bus, Ethernet LAN and radar signals (TVA) is shown on a basic level.
For details on a more technical level, refer to the Technical Manuals ED3052G442 and ED3051G542.
Safeguards in Double- and Multiple-Transceiver Installations

In case of failures in the equipment it is always possible to use the system in a "standalone"-manner:
Transceiver failure Electronics unit failure PCI failure
Double Both transceivers can be
The remaining transceiver
installation controlled with the remaining
can be set as slave on the
(IMO-Set), indicator electronics unit; -
second indicator; picture is
see picture both radar pictures can be
visible at both indicators.
next page observed separately.
PCI automatically is set to
Multiple All remaining transceivers "straight through"-mode,
transceiver Remaining transceivers can can be controlled with the transceiver 1 is connected to
installation be set as slave on one of the remaining indicator elec- indicator 1 and so on. No
with PCI, see other indicators, picture is tronics units, all radar switchover of radar pictures
picture on visible on all indicators. pictures can be observed between the indicators is
page 31. separately. possible any more, but all
tranceivers are still operable.
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S-Band antenna unit X-Band antenna unit X-Band antenna unit

with 14 ft scanner with 5 ft scanner and with 8 ft scanner and
transceiver transceiver
TVA TVA
Transceiver TVA
electronics unit
CAN Bus
Overhead Overhead Overhead Overhead

Display Display Display Display
Interswitch
Radar indicator: Ethernet LAN

RADARPILOT or Radar indicator:
CHARTRADAR CONNINGPILOT MULTIPILOT Slave monitor
Portable
Display
Slave keyboard
Display TRACKPILOT Display

WLAN electronics unit electronics unit electronics unit Remote Keyboard
access TVA TVA Electronics
point Interconnection box Interconnection box Interconnection box
CAN Bus
Ethernet LAN
VDR
DEBEG AIS
4300 CHARTPILOT
Digitizer
Propulsion Lever
Navigation sensors
(Example)
Gyro
Position 1
Log TRACKPILOT
Wind interface Printer
other sensors
Gyro
Position 2 CHARTPILOT
Echosounder Engine electronics unit
Bridge alarm system Propeller Steering gear
Thruster Rudder feedback unit
other sensors etc. Steering mode selector switch
A MULTIPILOT and a CONNINGPILOT in the NACOS
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MULTIPILOT 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.1 Switching the MULTIPILOT and the Radar System On and Off
2 Basic Settings; General Remarks about Operating

◆ Switching the system on and off
◆ General remarks about the operating and display elements
◆ The trackball and its keys
◆ General remarks about menus
◆ The input of numerical values and text
◆ Brilliance and colour settings
◆ Display modes
◆ Overview of the screen
◆ The menu structure
◆ Functions of the keys and rotary knobs on the optional radar keyboard and the TRACKPILOT
keyboard
2.1 Switching the MULTIPILOT and the Radar System On and Off
Switching the radar system ON is done by means of the ON/OFF switch or POWER
keys situated on one of the monitors of the radar indicators 1) or of the CONNINGPILOT.
When this is done, all radar indicators and transceivers are switched on. 2) At the same
time, the TRACKPILOT too and, if present, the SPEEDPILOT are switched on.
After the warm-up phase of the magnetron - 3 minutes for X-Band and 3.5 minutes for S-Band - stand-
by operation is achieved and the radar function can be switched on; see page 89.
☞ The act of switching an indicator on never causes a transceiver to be switched directly into radar
operation mode.
☞ If an attempt to switch over to radar operation occurs before stand-by operation is achieved, the indi-
cation WARM UP appears instead of the list of transceivers.
Switching the radar system OFF: Switch off all radar indicators and the CONNINGPILOT by means of
the ON/OFF switch 3). As long as there is one of the switches in the ON state, all electronics units of the
indicators and transceivers remain switched on and so also do the TRACKPILOT and the SPEEDPILOT
Engine Interface. 4)
1) In these Operating Instructions, the indicators of the RADARPILOT, the CHARTRADAR and the MULTIPILOT are called radar indicator.
2) If a display electronics unit is exposed to very low temperatures (around -15°C or less), it can happen that its computer does not start up.
The screen of the associated monitor then remains dark, or becomes dark after a short time. In this case, the radar system must remain
switched on for about 30 minutes (in spite of the dark screen) so that the display electronics units will warm up. If the radar system is then
switched off and is switched on again after a waiting time of a few seconds, the computer will start up in the normal way.
3)
If an indicator has a POWER key, that indicator is switched off by prolonged pressing of this key (typically at TFT monitors).
4) Even when the radar system is completely switched off, the AIS electronics unit continues to operate. It continues to transmit in accordance
with the settings that were made last, but using its internal back-up GPS receiver. Therefore it is not recommended to switch the radar
system completely off, when the entire set of navigational data shall be available for AIS.
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2 Basic Settings; General Remarks about Operating MULTIPILOT
2.2 General Remarks about the Operating and Display Elements Operating Instructions
Stand-By Operation
The main difference between stand-by operation and radar operation is that, during stand-by operation,
the transceiver is not transmitting and the antenna is not rotating. Therefore, the radar video is absent on
the PPI, and none of the functions that depend on the transceiver can be operated yet.
During stand-by operation, the magnetron is kept at its operational temperature.
2.2 General Remarks about the Operating and Display Elements
On the indicators of the radar system, many screen display fields also act as buttons or input fields which
can be operated quickly and intuitively by means of the trackball and cursor. With the joystick of the
TRACKPILOT keyboard, course manoeuvres can be performed manually; with the EXECUTE key that is
situated there, programmed manoeuvres can be triggered.
With this small number of elements, the entire radar system of a multiple installation, as well as the
TRACKPILOT and the SPEEDPILOT, including the Engine Interface, can be operated from the radar indi-
cator. In addition, the radar keyboard and TRACKPILOT keyboard contain function keys and rotary knobs
for direct access to some functions that are needed frequently.
2.2.1 Trackball and Cursor
☞ If you are already familiar with graphic man-machine inter-

MORE key...
faces, you might be able to skip this section. Before doing so,
for left-handed for right-handed
you should have a look at the picture of the trackball beside people people
this text.
Every operating step begins with the operator moving the cursor
by means of the trackball to a particular place on the screen (to a DO key
text item, a numerical value, a symbol or any desired place on the
PPI). The next step is always the pressing of one of the trackball
keys. In the following, this brief pressing of the key is called
clicking. What then happens depends on the key used, the
element on which clicking took place, and the operating situation,
and is the subject of these operating instructions.
The cursor has a resting position to which it goes 30 seconds
after the last operating process. This position is situated beside the PPI, below the ACQ TGT button.
If the cursor cannot be found, it is not necessary to wait for the 30 seconds until it has returned to the
resting position: if a MORE key is pressed and is kept pressed, and the DO key is then pressed three
times, the cursor returns to the resting position immediately.
☞ If first the DO key and then the MORE key is pressed, that works too. However, with that sequence
there is a greater probability of unintentionally triggering a function or performing a switch-over
(because the cursor is situated over a corresponding button).
If the cursor is situated outside the PPI, it is shaped like a hand or an arrow. Inside the PPI, it is a set of
crosswires.
The trackball has three keys with two different functions:
DO Key
The most important key is the middle (bigger) one. The most displayed elements react to this key, which
performs the functions that are needed the most frequently. In these operating instructions, it is called the
"DO key". In the following, "clicking" always means clicking with the DO key unless stated otherwise.
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Operating Instructions 2.2 General Remarks about the Operating and Display Elements
MORE Keys
The two keys situated above the DO key are called "MORE keys" in these operating instructions. They
have identical functions 1) which are not needed as frequently. Not all elements which can be operated by
means of the DO key react to the MORE key also. Furthermore, by pressing of the MORE key, open
menus (for menus, see below) can generally be closed without any results, and inputs can be aborted.
2.2.2 Screen Display Fields, Buttons, Menus, Dialogs, Lists
Some screen display fields are used only to display numerical values, names or stati, but cannot be oper-
ated.
In the case of most screen display fields, the operating procedure for the functions displayed there is like-
wise performed by clicking on the display field. In the following, these display fields which can be oper-
ated are also called "buttons".
Coloured Buttons
Coloured buttons indicate the activated state. In the case of functions which only have an "on" (or "true")
state and an "off" (or "untrue") state, the "on" (or "true") state is indicated by a coloured background.
Examples:
- IR on a grey background means that interference rejection is not switched on; IR on a coloured back-
ground means that it is switched on.
- VIDEO OFF on a grey background means that the radar video is not switched off; VIDEO OFF on
a coloured background means that it is switched off.
Buttons that are flashing in colour signify that the corresponding function (e.g. ACQ TGT, A D J U S T
etc.) can be executed.
Sensitive and Insensitive Buttons and Display Fields

Buttons and other display fields that can be operated can be insensitive in particular operational states,
i.e. they cannot be operated. For example, after clicking on the TUNE field, tuning can be performed on
the master indicator, but not on a unit switched to act as a slave indicator. On the slave indicator, the
TUNE field is displayed as being insensitive.
☞ Insensitive display fields and buttons can be recognised from their low-contrast lettering or colouring.
Identification of the Screen Display Fields which can be Operated

Before pressing of the DO or MORE key, display fields and buttons which can be operated can be recog-
nised from the black border which indicates the boundary of the sensitive display field or button as soon
as the cursor is situated in this region. Furthermore, the shape of the cursor changes to that of a hand.
Operating Procedure for the Context Menus

Particular displayed elements react to clicking by presenting a list of further possibilities - the "context
menu", as it is called. If clicking takes place on one of the buttons contained in the context menu, the
corresponding change in the function takes place and the context menu disappears.
After a function has been changed, the context menu can be closed by clicking on it with the MORE key
or by clicking into the background area (with DO).
☞ Latest 30 seconds after the last operating process, the context menu switches off automatically.
1)
There are two "MORE" keys so that both left-handed people and right-handed people can operate them ergonomically. Their functions are
identical.
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Operating Procedure for the Menus 1.DO off:

MENU DO
The buttons MENU to BRILL situated at bottom right open or
DO
menus in which, in contrast to the context menus, several
MENU
settings can be made before the menu is closed. 2.DO
Switching the menu off: Click on the title of the menu. DISPLAY SETTINGS...
UTILITIES...
☞ 30 seconds after the last operating process on the menu,
it switches itself off automatically. off: DO
Buttons situated there whose names end with ... open in the back: DO MENU
DISPLAY SETTINGS
Multidisplay either a Dialog (see below) or a submenu, which
covers the menu that is already open. In the header of the HELP OWN SHIP
submenu, there is the title of the submenu, and above that the TARGET ID STERN LINE
title of the higher-order menu.
Returning to the higher-order menu: Click on the title of the submenu.
☞ The complete structure of the menu system is shown in Section 2.7.
Dialogs
In menus, only displays are switched on and off, and Dialogs 1.DO
MENU
are switched on. Menus are only intended for short operations.
Dialogs, on the other hand, are intended for operations which
take more time and for permanent indication. There, settings 2.DO
MENU
and the more complex operating procedures can be performed. AIS...
Most Dialogs appear in the Multidisplay. They cover one 3.DO

another, but are not automatically switched off 1). With the AIS SETTINGS...
hidden OTHER button, they can be brought to the surface at
any time.
4.DO
AIS SETTINGS
In some cases, Dialogs concerning a particular subject are AIS CONTROL
or
combined. The change-over between such dialogs is described TRANSMITTER ON
here by the example of the AIS SETTINGS Dialog (which is
LONG RANGE INTERROGATION
opened by first clicking on the MENU button and then clicking
on the AIS... button in the AIS menu): 5.DO
AIS CONTROL
CHANNELAISMANAGEMENT
SETTINGS
Switching over to another AIS SETTINGS Dialog: AIS CONTROL
- Click on the title (here AIS CONTROL). In the context TRANSMITTER ON
menu which then appears, click on the desired Dialog LONG RANGE INTERROGATION
title, OR
- use the MORE button to change the Dialog AIS SETTINGS
CHANNEL MANAGEMENT
☞ If a MORE button is available in a Dialog, this means that DATA SET USED
there are one or more additional Dialogs available for the
selected function.
MORE CLOSE
MORE changes to the other AIS SETTINGS Dialogs

DO closes the AIS SETTINGS Dialog
1)
They are switched off with the CLOSE button of the Dialog concerned. This is necessary only if so many dialogs and displays are open
that the context menu of the hidden OTHER button is not clear enough.
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The Hidden OTHER Button

To switch over the content of entire areas of the screen, e.g. the area containing the Multidisplay or the
target data, the OTHER button is used; this button is not continuously visible.
The OTHER button appears in miniaturised form in the top left-hand corner of the display as soon as the
cursor is situated in the relevant display. It appears in normal form as soon as the cursor is situated in
the area of the normal display of the OTHER button. By clicking of this button, a context menu with the
possible display-selections opens up.
OTHER OTHER
Area to be ZOOM
NEW
switched over DO
TRIAL MANOEUVRE
BUOY, LATER
TRACK SYSTEM
STARBOARD
EDIT MAP
Operating Procedure for the Lists

Lists are dialogs which are used for selection and display of the
elements contained in them. Marking of a list element is done by Scroll bar
clicking.
Load Track(s)
If the list contains more entries than can be simultaneously /ATLANTIC
No. Name
displayed, it can be scrolled by clicking below or above the scroll DO
1301 HELSINKI-BRIXHAM
bar. Alternatively, click on the scroll bar and scroll with the track-
1302 BRIXHAM-MIAMI 1
ball. Some lists have additional buttons for scrolling: 1303 BRIXHAM-MIAMI 3
and for line-by-line scrolling, and for page-by- 1304 BRIXHAM-FREEPORT
page scrolling. 1305 BRIXHAM-MIAMI 2
Some lists indicate the files which are contained in a catalog. For
1307 FREEPORT-MIAMI
example, the list shown here indicates the files of tracks which 1308 FREEPORT-MIAMI 1
are contained in the catalog ATLANTIC. Other catalogs too can
exist. By clicking on the button, the higher level is
displayed, i.e. in this example the list of the catalogs.
☞ Some lists also have a search function: If you click into the input field (at the top of the list), the
virtual keyboard which then opens up enables you to enter the number or the beginning of the name
of the list entry that is being searched for. If you click on Enter, the list jumps to the entry that is
being searched for.
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2.2.3 Input of Numerical Values
In some display fields, numerical values can be entered. This is done with the aid of a virtual keyboard
which appears on the screen as soon as clicking is performed on such input field. With the MORE key,
the input can be aborted without any change occurring.
It is possible to choose between the input of a new value and the changing of the existing value. An
exception to this rule is the input of geographical coordinates, for which different algorithms are appli-
cable.
Entering of a New Value 1.DO
1. Click on the numerical input field; a virtual keyboard is opened. HDG 087.5
2. Click numerals one after another. They appear in the display
area of the keyboard. 087.5
Input 1 2 3
☞ Before the decimal places, click on the point button, 2.DO 4 5 6
unless the point is entered automatically. 7 8 9 Take-over:
3.DO
☞
0 . OK
Signs, e.g. for the time zone, can be entered with the
button + .
☞ With the button , the character situated on the right in
the display area can be deleted.
3. By clicking on the OK button, the value displayed is taken over and the keyboard disappears.
Changing of an Existing Value

1. Click on the numerical input field; a virtual keyboard is opened.
1 2 3
2. With the first pressing of the or button, the value which 4 5 6
DO
Increasing
exists at that time appears in the display area of the keyboard. 7 8 9
DO
Decreasing
+ 0 . OK the value
As long as the button of the virtual keyboard is kept
pressed (with the DO key), the existing value increases. As long
as the button is kept pressed, it decreases.
3. With the OK button, the keyboard is made to disappear and the
value entered is taken over.
Input of Geographical Coordinates

1. Click on the numerical input field; a virtual keyboard is 008:36.437 W
1 2 3
opened.
4 5 6 E
Here, the existing value appears on the display area of the 7 8 9 W
keyboard. Instead of the and buttons, the keyboard : 0 . OK
has the buttons needed for the input of the relevant hemi-
sphere.
2. By the input of numerals, the existing value is overwritten, beginning at the most significant figure.
3. With the point button, you go from the "degrees" part to the "minutes" part, from there to the "thou-
sandths of a minute" part, and from there to the W/E, N/S input part.
4. By clicking on the OK button, the value displayed is taken over and the keyboard disappears.
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2.2.4 Input of Texts
In some fields, a text line consisting of large and small

letters, numerals and punctuation marks can be entered. ‘ 1 2 3 4 5 6 7 8 9 0 – =
Tab q w e r t y u i o p [ ] \
The process corresponds to new input of numbers - see Caps a s d f g h j k l ; ’ Enter
above. DO
Shift z x c v b n m , . / Space
The virtual keyboard which appears after the clicking of

these fields is similar to the usual (English) computer
keyboard:
- With the Caps button, a switch-over between large and
small letters takes place. ~ ! @ # $ % ^ & * ( ) _ +
- With the Shift button, all characters are switched over. Tab Q W E R T Y U I O P { } |
Caps A S D F G H J K L : " Enter
- With the button, the character situated on the right DO
Shift Z X C V B N M < > ? Space
in the display field is deleted.
- The input is completed by clicking on the Enter button.
2.2.5 Help Function
As soon as the cursor is situated on a field that can be oper-

2.DO
ated, the function of the DO key and (if applicable) the function MENU
of the MORE key are displayed in the Quick Info box at the DISPLAY SETTINGS
3.DO
bottom of the picture if the help function is switched on. HELP OWN SHIP
Switching the Help Function On and Off

Click on the MENU button, and then, in the DISPLAY SETTINGS menu, click the HELP button.
2.2.6 Printing Out the Screen Content
If there is a printer connected (via a connected CHARTPILOT), the image on the screen can be printed
out:
Click on the EVENT button 1) or press the EVENT key, and then click 1.DO
or
EVENT
on the PRINT SCREEN button. EVENT
☞ The EVENT button remains coloured until the print job has been
given to the CHARTPILOT. Page 159 DROP EVENT
Page 160 SET POSITION FIX
2.DO PRINT SCREEN
1)
In the Conning mode, the EVENT button is not available. The EVENT key has to be used. If there is no radar keyboard installed, a switch-
over to Radar mode or Chart Radar mode must take place - see page 38.
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2.3 Brilliance and Colour Selection Operating Instructions
2.3 Brilliance and Colour Selection
For the approximate but usually adequate adaptation of the screen brilliance to suit the brightness of the
surroundings, there is a choice between 6 colour palettes.
Fine adjustment of the overall brilliance is possible. Furthermore, the brilliance of the PPI element groups
can be adjusted individually.
The availability and function of the brilliance controls and settings depends on the display mode and
installed monitor type.
If there are slave monitors connected, all settings act on the master indicator and on the slave monitors,
regardless of whether the settings are performed on the master indicator or on the slave keyboard.
Setting the Brilliance by Selection of Colour Palettes

BRILLIANCE
Click on the BRILL button or press the BRILL key.
- By clicking on the DAY button, the medium daytime colour GREY MODE
palette NORMAL DAY is switched on. 1) DEGAUSS AUTO MAN
- By clicking on the NIGHT button, the medium night-time
BRIGHTNESS
colour palette NORMAL NIGHT is switched on.
- To switch on the other daylight colour palettes, click on the CONTRAST
DAY button with the MORE key and select the desired PANEL
palette.
DAY NIGHT
- To switch on the other night-time colour palettes, click on
the NIGHT button with the MORE key and select the SETTINGS...
palette.
2.DO
Central Dimming
The selection of the colour palettes described above can also be performed together with other indicators
of the system (central dimming). At service level, the following definition is possible in this regard:
A: The radar indicator does not participate in the central dimming.
B: The radar indicator always participates in the central dimming. Any change to a different colour
palette performed at one of the participating indicators has an effect on all participating indicators.
C: The operator decides whether the indicator participates in the central dimming.
In such a case, the button is provided next to the NIGHT button (button DO
NIGHT
green = indicator participates in central dimming).
When the function is activated, no change takes place yet. Only when a colour palette is selected at
one of the participating indicators (and the function is active) is this colour palette used by all partic-
ipating indicators.
Displaying Areas of the Electronic Chart in Grey Shades

In the chart display modes, the BRILLIANCE menu contains the
BRILLIANCE
GREY MODE button. If this function is switched on, the areas of DO
vector charts 2) are displayed not in colour but in grey shades. In GREY MODE
this type of display, the coloured radar video and symbols are
visually easier to distinguish from the background.
1) All colour information in these operating instructions refers to the average colour palette for daytime, namely NORMAL DAY.
2) Vector charts see Section 21
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Operating Instructions 2.3 Brilliance and Colour Selection
How to Brighten a Very Dark Screen

If the screen is set very dark in a very bright environment, it might no longer be possible to recognise
anything on the screen. Thus, the brilliance can no longer be increased in the manner described. A way
out of this "trap" is offered by a brilliance increase with the DO and MORE keys:
Press a MORE key, then the DO key, and keep both keys pressed; with the second MORE key, make
the screen brighter step by step.
☞ If first the DO key and then both MORE keys are pressed, that works too. However, with that
sequence there is a greater probability of unintentionally triggering a function or performing a switch-
over (because the cursor is situated over a corresponding button).
Fine Adjustment of the Monitor Brightness and Contrast

For this purpose, the BRILLIANCE menu has two concentric squares as a setting aid.
The brightness and contrast should be set in such a way that the outer square is deep
black and the inner square stands out only slightly from the outer square. These adjust-
ments are performed by means of the brightness and contrast knobs of the monitor. 1)
On monitors which do not have these knobs, the adjustments are performed as follows:
1. Click on the BRILL button or press the BRILL key. 2.DO
3.
2. Click on the BRIGHTNESS field or on the CONTRAST field. 1) CONTRAST 90%
3. Perform the desired adjustment with the trackball. 4.DO
4. Press the DO key.
Setting the Brilliance of Individual Elements 2.DO

BRILLIANCE
1. Click on the BRILL button or press the BRILL key. SETTINGS
2. Click on the SETTINGS button. LAMPS
3.DO DATA
3. Now, by means of the procedures already described, the
following items can be set:
- After clicking on the LAMPS field: the brilliance of the SCALE
lamps on the keyboard. VIDEO
- After clicking on the DATA field: the brilliance of the SYMBOLS
whole area outside the PPI/chart area. MARKER
- After clicking on the SCALE field: the brilliance of the MAP / CHART
compass scale.
- After clicking on the VIDEO field: the brilliance of the radar video and the trails.
- After clicking on the SYMBOLS field: the brilliance of the target synthetics and of the own ship
symbol.
- After clicking on the MARKER field: the brilliance of the cursor, heading line, stern line, EBL's,
VRM's, range rings and the System Track.
- After clicking on the MAP / CHART field: the brilliance of the map (or chart), tracks and guard
zones.
☞ These settings act only on the colour palette that is currently selected, and they remain stored for
that colour palette. If necessary, the settings must be repeated for the other colour palettes.
1)
Monitors are also used, which only have a brightness control and no contrast control (and vice versa). Some monitors can only be adjusted
directly at the monitor itself, so that neither a BRIGHTNESS field nor a CONTRAST field is provided in the BRILLANCE menu.
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2.4 Colour Distortions, Degaussing and Viewing Distance Operating Instructions
Reproducing the Calibrated Settings

In order to reproduce the settings with which correct reproduction of the chart objects was measured, in
the MAP / CHART field the value must be set to 100% and on the monitor the marker of the brightness
knobs must be made to coincide with the marker on the casing.
WARNING:
Incorrect brightness settings or colour selection may inhibit the visibility
of chart objects, especially at night.
Setting the Illumination of the Keyboard 2.DO 3.
PANEL 90%
Setting is performed in the BRILLIANCE menu by means of the
4.DO
PANEL field. During this process, the procedure already described
should be used.
Colours on Slave Monitors

If, as the slave monitor, a monitor type is used which is different from the monitor type in the radar indi-
cator, it can happen that the display of colours is different on the slave monitors.
WARNING:
As a result of this it is possible that, on such slave monitors, not all
chart objects are clearly identifiable.
2.4 Colour Distortions, Degaussing and Viewing Distance
2.4.1 Colour Distortions on Monitors with Cathode Ray Tubes
As a result of changes in the magnetic field at the location of the monitor, the shadow mask of the
cathode ray tube might become magnetised, which leads to discolouration over the entire screen or in
parts of the display. Because, in the earth's magnetic field, the ship itself acts as a magnet, such changes
in the magnetic field can also be caused by changes in the ship's course. The demagnetisation which
then has to be performed on the shadow mask (degaussing) can be performed automatically and - if
necessary - manually.
☞ If this does not lead to success, the trouble might also be due to magnetic components or magnet-
ised housings, which must then be removed from the environment of the monitor or degaussed.
Manual Degaussing DO
Manual degaussing is performed by pressing of the DEGAUSS BRILLIANCE

key on the monitor. On monitors which do not have this key, a DEGAUSS AUTO MAN
corresponding button is active:
Click on the BRILL button or press the BRILL key and then click on the MAN button.
Automatic Degaussing
With particular types of monitor, it also possible to set automatic AUTO
degaussing. When the autodegauss function is switched on,
DO
degaussing takes place at adjustable intervals of time, and also
when the course has been changed by a predefined amount DEGAUSS AUTO MAN
after the last degauss.
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Operating Instructions 2.4 Colour Distortions, Degaussing and Viewing Distance
Switching the Autodegauss Function On and Off

Click on the BRILL button and then on the AUTO button.
Setting the Autodegauss Function 1.MORE
1. Click on the BRILL button or press the BRILL key, and then
click on the AUTO button with the MORE key. DEGAUSS AUTO MAN
TIME 2.DO
2. Click on the TIME button with the MORE key; then, in the TURNING
Dialog that is opened as a result, either
a) click on the desired time interval, or
DO
AUTO TIME
b) click into the (vertical) bar-area, drag the bar to the 2.c 10 min
desired value, and press the DO key, or 180 min
c) click into the upper numerical field and enter the value DO
120 min
with the virtual keyboard. 2.a 60 min
30 min
3. Click on the TURNING field with the MORE key; then, in the 20 min
same way, input the course change for which automatic DO 10 min
2.b
OFF
degaussing is to take place.
2.4.2 Colour Distortions on Monitors with Flat Screens (TFT Monitors)
If the display on a TFT monitor has remained unchanged for a long period of time and is then replaced
by a different display, an effect can occur which is known as "ion spotting" in the case of cathode ray
tubes: the previous display is still faintly visible in the form of discoloration. In the case of TFT monitors,
in contrast to monitors with cathode ray tubes, this effect is reversible and therefore cannot be regarded
as a defect. If the monitor is operated for a long time (several hours or days) with a different display, the
discoloration disappears.
2.4.3 Nominal Viewing Distance
Different font heights are used on the different miscelleneous windows on the screen. (Temporary info-
text excluded).
Based on the smallest font used on the screen,
- for the 19’’ (48,3 cm, CAT2 Radar with 250 mm diameter of PPI) TFT a nominal viewing distance of
1,00 m
- for the 23’’ (58,4 cm, CAT1 Radar with 320 mm diameter of PPI) TFT a nominal viewing distance of
1,43 m
is recommended.
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2.5 Display Modes Operating Instructions
2.5 Display Modes
On the MULTIPILOT, it is possible to choose between the following display modes:

Radar mode: PPI with all radar, ARPA and AIS functions. The map edited as per Section 16 can be
displayed - see Section 3.13.
The chart display modes
- Chart Radar mode: PPI with all radar, ARPA and AIS functions. Together with the radar video, a
vector chart including the User Chart Objects (instead of the map) is displayed - see Section 3.12.
The colours on the PPI depends on the rules for chart radar systems (bright video on dark areas).
☞ The Chart Radar mode of the MULTIPILOT 1100 corresponds to the Chart mode of the CHAR-
TRADAR 1100.
- ECDIS mode: Display of the electronic chart (including the User Chart Objects) in accordance with
the rules for the ECDIS display. The chart area is rectangular, and in addition the radar video is
displayed at the place where the PPI is situated in Chart Radar mode, but can be switched off.
Colours in accordance with the ECDIS rules (green video). Radar, ARPA and AIS functions are also
available, but limited to the PPI area (i.e. the circular area inside the bearing scale).
Conning mode: Various conning displays with the most important ship-control data - see Section 27.
☞ Operating procedures of the TRACKPILOT (and, if applicable, of the SPEEDPILOT) are possible in
all display modes.
Switch-Over of the Display Modes

or MENU
By pressing of the keys RADAR MODE, 1.DO
CHART MODE or CONN MODE, the

appropriate display mode is switched on. MENU
RADAR CHART CONN
The lamp above the keys indicates the DISPLAY SETTINGS...
display mode that is currently switched on. MODE UTILITIES...
If the CHART MODE key is pressed in ALARMS...
Radar mode or in Conning mode, the chart PILOT...
display mode selected last appears first of AIS...
all. Repeated pressing of the CHART VDR...
MODE key switches over between the RADAR CHART CONN
Chart Radar mode and the ECDIS mode. RADAR CHART CONN
The same applies to the Conning mode MODE
and the conning displays.
2.DO
Alternatively, switch-over can be
performed by means of buttons: on the display, click on the MENU button, and then click on the desired
mode button. In the same way as for the MODE keys, multiple clicking on the mode button causes switch-
over between the Chart modes or conning displays.
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Operating Instructions 2.6 An Overview of the Screen
2.6 An Overview of the Screen
Radar Mode
The following illustration provides an overview of the arrangement of display elements and operating
elements on the screen in the Radar mode.
Transceiver settings: Acquiring targets (p. 117) Radar PPI:

stand-by/radar operation (p. 90) deleting targets (p. 122) range selection (p. 58)
master/slave (p. 90) centering/off-centering (p. 58)
transceiver selection (p. 90) suppression of the video (p. 61) or synthetics (p. 87)
Alarm symbols for calling up
radar video setting (p. 91) the existing warnings (p. 327)
antenna revolution rate (p. 95) and chart alarms (p 222)
Compass course (p. 98)
speed (longitudinal direction) (p. 98)
PPI orientation (p. 57) TRACKPILOT data (p. 258),
PPI movement (p. 55)
Position display:
data of position sensor (p. 101):
own ship, course and speed
over ground
or
cursor position (p. 107),
Multidisplay:
Selectable display of dialogs
and graphics:
Alarm list (p. 329),
Alarm settings (p. 147
Navigation sensor data (p. 98,
101),
AIS data and settings (p. 113)
TRACKPILOT settings (p. 261),
SPEEDPILOT data (p.309 ),
Trial manoeuvre (p. 153),
Zoom display (p. 181),
Depth display (p. 182),
Wind display (p. 183),
Docking display (p. 180),
EDIT TRACK Dialog (p. 162),
EDIT MAP Dialog (p. 177),
Track lists/catalogs (p. 71)
Setting of the Overhead
Displays (p. 246)
Target data (p. 123 )

System Track data (p. 260)
waypoint data (p. 260)
Switching on/off the display of Brilliance setting (p. 34)

sleeping AIS targets (p. 117) Degaussing (p. 36)
Menus for further
Quick Info box (p. 185) functions (p. 46) Setting
Measurement aids: with further information: - display of the tracks (p. 71)
Parallel index lines (p. 111) ETA to cursor position - System Track (p. 73)
VRM (p. 107) date, time, stop watch, - To-Waypoint (p. 74)
EBL (p. 108) help function editing tracks (p. 161)
Setting of MAP button:
Path Prediction (p. 67) Setting display
trails (p. 70) Setting of event markers (p. 159) - of the map (p. 86)
vectors (p. 66) setting of position fixes (p. 160) - of the AIS Aids-to-Navigation (p. 86)
past plots (p. 66) printing the screen contents (p. 33) editing maps (p. 177)
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2.6 An Overview of the Screen Operating Instructions
Chart Radar Mode

In Chart Radar mode, an electronic chart can be displayed. The arrangement of display elements and
operating elements on the screen in Chart Radar mode is identical to the arrangement in Radar mode
(for the only exception, see illustration).
"Chart button in the corner area" In Chart Radar mode, the MAP button of the Radar
for direct access to most important mode is replaced by the CHART button:
chart settings (p 75 ff) Setting display
- of the User Chart Objects (p. 75),
of the AIS Aids-to-Navigation (p. 86),
Additionally: - of the chart (p. 75),
- deleting of event markers and editing User Chart Objects (p. 169).
position fixes (p. 159)
- setting limits for the anchor watch
function (p 225
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ECDIS Mode
In ECDIS mode, the PPI is covered by the square chart area. In the area of the PPI, all functions of Chart
Radar mode are available, and in addition the chart functions are available throughout the entire chart
area.
Display of the Chart in the Corners Too
In addition to vector charts, raster charts too can be displayed. Vector charts can be displayed jointly with the radar video. The radar
keyboard remains active for the radar operating procedures.
All objects can be displayed that can also be displayed in the PPI in Chart Radar mode (see page 44).
Exceptions:
- No radar video when raster charts are being displayed
- Own ship symbol, see below
By clicking into the PPI (with the MORE key), the following are additionally available:
- The INFO window with information relating to the clicked chart, chart object, track (p 213)
- The 2nd CHART window, with which - regardless on own ship's position - a further chart-excerpt can be viewed (p 208)
Chart Status box (p 206): Display of Chart Status With vector charts RANGE: In
In addition to operability as in Chart Radar mode, the addition, larger ranges
following are directly available here: With raster charts SCALE: Differences:
Selection of chart type. Selection of the chart (p 58) With the VIDEO button
Additionally, with vector charts: (instead of VIDEO OFF), the
Selection of displayed object-categories video can be removed from the
screen for a long time (p 61)
Indicates that Date

Dependant Objects are
displayed independently of
the time periods entered.
(p 80)
With the STD DISPLAY
button, which is hidden
here, the resetting to the
standard display settings The buttons and fields that
takes place (p 205). exist here in Chart Radar mode
can also be displayed in
ECDIS mode. Displaying and
The buttons for the parallel removing these corner buttons,
index lines are also see next page.
displayed by pressing of
the PI key.
Differences in the case of own ship symbol:

- No past position plot; instead:
- Past track (max. 990 min), also with Time Labels
- 2nd past track, based on a position sensor which can be selected for this purpose
- Other symbol
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The area of the PPI can be marked in ECDIS mode by the display of the compass scale.
CAUTION
In the chart area outside the PPI, some important functions are not avail-
able. For example, acquired/tracked targets situated there are not
displayed.
In these Operating Instructions, for ECDIS mode too a distinction is drawn between PPI (= function is
available in the PPI area only) and chart area (= function is available throughout the entire chart area).
PPI/chart area means: in ECDIS mode, throughout the entire chart area; in Chart Radar and/or Radar
mode, in the PPI.
Displaying or Removing the Corner Buttons of the Chart

Area (ECDIS mode) RANGE 0.75 NM
In the bottom and top right-hand corner regions of the chart
area, buttons can be displayed temporarily or continuously.
Switching a corner region on and off by the example of the
top right corner region: RANGE 0.75 NM
Displaying the corner buttons temporarily: Place the cursor MORE
on the small rectangle which appears in the corner as soon as DO
the cursor is situated in the chart area, and click on the resulting
MORE button.
In the corner region which then opens up, the operating proce-
dure known from the Radar mode and Chart Radar mode takes RANGE 0.75 NM
place. RINGS OFF
VIDEO
SYNTH OFF
Switching the corner OFF CENT
region off again CENTER
Removing the corner buttons: By clicking again on the button, ACQ TGT
which has the form , the corner region is removed.
The MORE Context Menus in the PPI

If you click into the PPI with MORE, a context menu appears which contains at least the buttons SET
LINE 1, SET LINE 2 and OFF CENTER, and additionally in ECDIS mode the buttons INFO WINDOW
and 2nd CHART. If an object is clicked for which special functions exist (e.g. targets or own ship's posi-
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tion), the context menu contains additional specific buttons (these are explained at the appropriate place
in these Operating Instructions); otherwise, the button ACQUIRE TARGET (ARPA).
MORE context menu of the PPI in the MORE context menu of the PPI in the
Radar mode or Chart Radar mode ECDIS mode 1)
Page 213 INFO WINDOW
Page 110 SET LINE 1
Page 110 SET LINE 1 SET LINE 2
SET LINE 2
Page 58
OFF CENTER
Page 58 OFF CENTER Page 208 2nd CHART
Page 117 ACQUIRE TARGET (ARPA) Page 117 ACQUIRE TARGET (ARPA)
Buttons depending on
the clicked objects
1) In ECDIS mode, this context menu always appears. However, for the sake of simplification, only
the context menus of the PPI are shown in the following sections. They differ only in the pres-
ence / absence of the buttons INFO WINDOW and 2nd CHART.
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Synthetics and their Context Sensitive Functions in the PPI
AIS target: symbol settings (p. 63) ARPA target: symbol settings (p. 63)
DO: displaying target data (p. 123) DO: displaying target data (p. 123)
DO, ACQ TGT flashing: deleting several or all targets (p. 123) DO, ACQ TGT flashing: deleting several or all
MORE: (context menu see page 122) targets (p. 122)
deleting target (p. 122) MORE: (context menu see page 122)
displaying additional target data (p. 125) deleting target (p. 122)
sending safety message (p. 135) displaying target ID (p. 128)
displaying target ID (p. 128) selecting reference target (p 129)
selecting reference target (p 129) fixing the zoom display on a target (p. 181)
fixing the zoom display on a target (p. 181)
Heading line
Sleeping (AIS) target (p. 65) ECDIS mode only:
display on/off (p. 117) MORE: switching heading line on/off (p 65)
DO: displaying AIS target data (p. 128) Zoom frame (p. 181)
DO, ACQ TGT flashing: Manual target acqui- DO: positioning the zoom frame
sition (p. 117) MORE: (context menu see page 181)
MORE: (context menu see page 117) Fixed ARPA fixing the frame
displaying data (p. 127) target switching the zoom display off
sending safety message (p. 135)
manual target acquisition (p. 117) Target video (p. 117)
DO, ACQ TGT flashing: Manual target
acquisition
MORE: (context menu see page 117)
Manual target acquisition
Pre-planned track
setting the display (p. 71)
defining System Track (p. 73)
editing tracks (p. 161)
2.38NM
267.8° Measurement line
MORE: (context menu see page 42)
setting and deleting the line
In addition: Electronic charts: (p 110)
Vector charts (Chart Radar mode and
ECDIS mode only) settings see page 75 Parallel index line (p. 111)
Raster charts (ECDIS mode only) DO setting the distance and bearing
settings (p. 75, 84
Range rings, grid (p. 62)
Acquisition/guard zone (p. 147)

DO: setting angle
setting range
VRM (p. 107), EBL (p. 108)
DO: setting the distance and bearing
moving the origin of EBL
setting distance and bearing jointly
1342 (p. 110)
dG
Own ship symbol settings (p. 63)
Event marker MORE: (context menu see p. 65)
(p. 159) centering/off-centering (p. 58)
displaying own AIS data (p. 143)
Position fix (p. 160) setting own AIS data (p. 139)
switching own ship symbol on/off (p 65)
User Chart Objects (p. 75) ECDIS mode only: switching past track and
(not in Radar mode) (AIS) base station (p. 145) 2nd past track on/off (p 65),
DO: displaying data switching heading line on/off (p 68)
Map objects (p. 86) (Radar mode only) MORE: (context menu see p. 145)
editing the map (p. 177) displaying data (p. 145) AIS Aids-to-Navigation (p. 145)
sending safety message (p. 135) DO: displaying data
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Conning Mode
In the Conning mode, conning data appear in place of the PPI or chart area. For various standard situa-
tions (sailing on the open sea, in coastal approaches, in shallow water, docking manoeuvres), special
displays can be called up. The following illustration shows the display for sailing on the open sea on a
ship with one propeller and a single rudder. For details see Section 27.
Button to switch over

between the different Right-hand side-strip:
conning displays, see page TRACKPILOT data, No differences compared to the other
235 see page 235 display modes - see page 39.
Individual displays:
For each display, you
can choose between
the following presenta-
tions:
Wind, 1)
Depth, 1)
Weather, 2)
Recording,
Propulsion, 2)
Generator Power, 2)
Draught,
Speed, 2)
Consumption, 2)
see page 243 onwards
Quick Info box:

As in the other display
modes (except PPI
data) -
see page 185.
Propulsion and rudder data, speed and additionally, if selected, In Conning mode, the MAP button of the
course deviation, track deviation and longitudinal speed (graphic) or Radar mode is replaced by the CONN button:
power of thrusters, see pages 236 to 237 There, settings of the Docking display can be
made (p. 239).
1) The displays Depth and Wind do not differ from those that can be shown in
the Multidisplay - see pages 182 and 183.
2) Available if the appropriate sensors are connected.
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2.7 The Menu Structure Operating Instructions
2.7 The Menu Structure
The following diagrams show the structure of the menu systems which can be accessed via the four
buttons situated at bottom right. 1)
Present only in
conjunction with
MENU MENU
AIS, VDR or ALARMS
connected to the
system Page 327 BUZZER
MENU Page 152 SETTINGS...
DISPLAY SETTINGS... Page 147 TARGET ALARMS...
UTILITIES... Page 148 TRACK/DEPTH ALARMS...
ALARMS... Page 220 CHART ALARMS...
PILOT... Page 261 Page 221 CHART ALARM LIST...
AIS... Page 105 SENSOR MONITOR...
VDR...
Page 321 NAVTEX...
Page 38 RADAR CHART CONN
MENU MENU
DISPLAY SETTINGS AIS
Page 33 HELP OWN SYMBOL Page 65 Page 139 SET VOYAGE DATA ...
Page 128 TARGET ID STERN LINE Page 67 SAFETY MESSAGE
Page 62 BRG SCALE HDG LINE Page 68 Page 133
READ... SEND...
SYMBOL... PAST TRK... Page 69 Page 134
MULTIDISPLAY
Page 180 Page 136 READ...
DOCKING DEPTH Page 182
Page 181 ZOOM WIND Page 183 AIS TGT MANAGEMENT
Page 184 CAMERA RDF Page 87 Page 139 AIS SETTINGS...
Page 246 OVERHEAD DISPLAYS... Page 118 AIS TARGET PRIORITY
Page 118 TRUE SCALED TARGETS
MENU
MENU VDR
UTILITIES RESTART ...
Page 319
Page 153 TRIAL MANOEUVRE... INCIDENT BACKUP ...
Page 229 VOYAGE RECORDING...
Page 377 MAINTENANCE...
Page 327 SYSTEM FAULT LIST...
SYMBOL SETTINGS
Page 373 PERFORMANCE MONITOR
TARGET SYMBOLS
Page 97 SENSOR MASTER
Page 65 OUTLINES STANDARD
SHIP OUTLINE STANDARD
1)
Because of the individual system configuration, menus might differ from these diagrams. In the descriptions, this is pointed out in individual
cases.
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Operating Instructions 2.7 The Menu Structure
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2.7 The Menu Structure Operating Instructions
In the Radar mode MAP 1) TRACK
MAP TRACK
MAP
COURSE WPT NUMBER
Page 72
Page 86 LEG WPT SYMBOL
AIS AIDS-TO-NAV
MAP SYMBOLS Page 71 LOAD... EDIT... Page 161
SIMPLIFIED Page 72 CLEAR... DELETE... Page 167
SYSTEM TRACK:
Page 73 SET... CANCEL Page 74
Page 169 EDIT MAP...
Page 74 SELECT TO-WPT...
In the chart modes

(Chart Radar mode and
ECDIS mode) CHART 1) BRILL
CHART BRILLIANCE
Page 76 CHART TYPE ENC GREY MODE
Page 76 USER CHART OBJECTS
Page 36 DEGAUSS AUTO MAN
Page 76 AIS AIDS-TO-NAV
BRIGHTNESS
Page 35
Page 77 CONTRAST
AREAS FILLED
Page 36 PANEL
Page 77 TEXT LABELS NORMAL
Page 170 EDIT USER CHART OBJ. ... DAY NIGHT
Page 75 CHART SETTINGS... Page 35
SETTINGS...
In the Conning mode CONN 1)

BRILLIANCE
SETTINGS
LAMPS
DOCKING DISPLAY DATA
DISPLAY
HEADING SCALE
ROT Page 35
VIDEO
PREDICTION HISTORY
SYMBOLS
RUDDER
Page 239 MARKER
PREDICTION / HISTORY TIME MAP / CHART
60 sec
DOCKING DIRECTION 144.2°
ORIENTATION BOW UP 1) This button situated between the MENU and TRACK
buttons changes its name depending on the display mode.
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Operating Instructions 2.8 The Radar Keyboard
2.8 The Radar Keyboard
Printing out the screen content (p. 33)

Setting and deleting event markers (p. 159)
Setting and deleting position fixes (p. 160)
Setting of
- brilliance, colour (p. 34)
- keyboard illumination (p. 36) Switching over the
display modes (p. 38)
Activating a non-active
keyboard (p. 51)
Setting the radar video (p. 91)
Setting the vectors of

targets and own ship (p. 66)
Range/scale selec-
tion (p. 58)
Suppression of the synthetics

(p. 61) or video (p. 87)
Centering/off-centering
the display (p. 58)
Operating Manual target acquisition (p. 117)

- VRM’s (p. 107)
- EBL’s (p. 108)
- Parallel index lines (p. 111)
Acknowledging an alarm (p. 325)
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2.9 The TRACKPILOT Keyboard Operating Instructions
2.9 The TRACKPILOT Keyboard
The TRACKPILOT keyboard makes it possible to operate the TRACKPILOT and the optional SPEED-
PILOT. The functions of the joystick and of the EXECUTE key are available here only. All other functions
can be operated either with the keys of the TRACKPILOT keyboard or with the trackball and cursor as
described in the relevant sections.
Switching the indicator to act as the

TRACKPILOT Master (p. 269)
Activating a non-active keyboard (p. 51)
Switching the indicator to act as the

SPEEDPILOT Master (p. 309)
Activating a non-active keyboard (p. 51) Changing the set course and the
set radius manually (p. 274)
Settings of
- TRACKPILOT (p. 261)
- SPEEDPILOT (p. 309)
Switching the TRACKPILOT over to

- Heading mode (p. 271)
- Course mode (p. 271)
- Track mode (p. 282)
Entering/changing the next set course

or the next set radius (p. 275)
Execution of the planned manoeuvre

(p. 276, 278 or 286)
Switching the display of the

Curved Headline On and Off
(p. 273)
Acknowledging an alarm (p. 325)
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Operating Instructions 2.10 Activating/Deactivating of Slave Keyboards/Trackballs
2.10 Activating/Deactivating of Slave Keyboards/Trackballs
When a slave monitor is installed together with a trackball and (possibly) a keyboard, this combination
can perform the same functions as the main radar indicator to which these units are connected.
☞ If there are "radar indicators" on the bridge wings, they are often slave monitors and slave
keyboards/trackballs without own electronics unit.
If there are one or more slave keyboards or slave trackballs connected to an indicator, only one of them
is active at a time; operating procedures can be performed only on the one that is active.
In order to determine a workplace as being active, it is also possible to select the slave keyboards or
slave trackballs for a main radar indicator by means of an external switch. (See technical documentation
for Remote Keyboard Electronics for details).
Activating a Keyboard or Trackball

A non-active keyboard or trackball is activated by pressing the DO key for at least three seconds. A short
acoustic signal indicates that the switch-over has taken place.
☞ The keyboard/trackball that had been active up until then is thus deactivated. The associated monitor
acts as a slave monitor.
If there is a keyboard present, activation can also be performed by pressing one of the keys RADAR
MODE, CHART MODE, CONN MODE, TRACKPILOT MASTER and SPEEDPILOT MASTER for three
seconds. In this case, when the activation occurs, the switch-over assigned to the key is also performed
(if applicable) and the activated state is indicated by the light of one of the MODE keys.
at least or or or or
3 seconds
TRACK SPEED
RADAR CHART CONN
PILOT PILOT
MODE MASTER
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2.10 Activating/Deactivating of Slave Keyboards/Trackballs Operating Instructions
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MULTIPILOT
Radar Functions
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MULTIPILOT
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MULTIPILOT 3 Setting the PPI and the Chart Area
Operating Instructions 3.1 Screen Stabilisation: True Motion, Relative Motion
3 Setting the PPI and the Chart Area

◆ Basic settings of the PPI and the chart area
- Screen stabilisation: RM, TM
- Orientation of the display: Head-Up, North-Up, Course-Up
- Centering / off-centering
- Selection of range
- Switching the video on/off (ECDIS mode only)
◆ Setting of the synthetics elements
- Own ship symbol: heading line, speed vector, past position
plot, past tracks, path prediction
- Target synthetics: speed vectors, past position plots, trails
- Display of the range rings, grid
- Switching the bearing scale and the scale bar on/off (ECDIS mode only)
◆ Setting the display of tracks, defining System Track and the NEXT-waypoint
◆ Setting the display of the map (Radar mode only), the User Chart Objects and the AIS objects
◆ Setting the display of the chart for Chart Radar mode and ECDIS mode
3.1 Screen Stabilisation: True Motion, Relative Motion
As far as the screen stabilisation is concerned, there is a choice between the following:
True Motion (TM): The radar video is fixed; the own ship symbol moves across the screen. The PPI/
chart area orientation is North-Up or Course-Up. Either manually, or automatically by means of a TM
reset, the own ship symbol on the PPI is reset in good time before the PPI boundary is reached;
this resetting is done in such a way that the larger part of the PPI lies ahead of own ship.
Relative Motion (RM): Own ship's position is fixed; the radar video moves relative to own ship in accord-
ance with the movement of own ship. As far as the PPI/chart area orientation is concerned, it is
possible to choose between Head-Up, North-Up and Course-Up.
Switching Over between TM and RM

Clicking on the stabilisation field causes a switch-over between TM and
RM.
TM
☞
DO
If the PPI/chart area orientation setting is Head-Up, then when switch-
over to TM mode takes place there is automatic selection of North-Up RM(R)
and setting of the display of trails to "true". In TM mode, relative trails
cannot be displayed.
In RM mode, there is also an indication in the stabilisation field stating whether the trails and vectors
are displayed as relative RM (R) or true RM (T).
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3 Setting the PPI and the Chart Area MULTIPILOT
3.1 Screen Stabilisation: True Motion, Relative Motion Operating Instructions
Manual TM Reset
DO
A TM reset is performed by clicking of the TM RESET button.
☞ The TM RESET button appears, instead of the CENTER button, only TM RESET
when a switch-over to TM mode is performed.
Automatic TM Reset
In good time before an automatic TM reset takes place, the TM RESET button turns red. If the TM reset
is not then performed manually, it takes place automatically.
Automatic Switch-Over to RM in 96 NM Range

If switching to the 96 NM range takes place in Radar mode or Chart Radar mode, this causes switching
to RM.
In ECDIS mode, the automatic switch-over to RM takes place if the video display is switched on in the
96 NM range.
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Operating Instructions 3.2 PPI Orientation: Head-Up, North-Up, Course-Up
3.2 PPI Orientation: Head-Up, North-Up, Course-Up
As far as the PPI/chart area orientation is concerned, there is choice between the following:
Head-Up: The heading of own ship points upwards.
☞ Head-Up is available only in RM mode.
North-Up: Geographic north points upwards.
Course-Up: The course which exists at the instant of switch-on or re-orientation of this mode points
upwards.
☞ With every switch-over and re-orientation, the trails are lost; they build up anew in the new mode.
Switching Over between Head-Up and North-Up

When H UP (for Head-Up) or N UP (for North-Up) is displayed in the N UP
orientation field, clicking on this field causes a switch-over between these DO
two modes.
☞ When a switch-over to Head-Up mode takes place, there is an auto-
H UP
matic switch-over to RM mode, and the display of the trails is set to
relative. In Head-Up mode, true trails cannot be displayed.
☞ If in Chart Radar mode Head-Up orientation is set, the display of the chart and the User Chart
Objects is suppressed if the rate of turn is very large.
Switch-Over to Course-Up Mode

1.MORE
Click into the orientation field with the MORE key, and then click on C UP.
H UP H UP
2.DO N UP
C UP
Re-Orientation in Course-Up Mode

DO
When C UP (for Course-Up) is displayed in the orientation field, clicking
on this field causes the PPI/chart area to be rotated and fixed in such a C UP
way that the course which exists at the instant of clicking points upwards.
Switch-Over from Course-Up to Head-Up or North-Up

1.MORE
Click into the PPI orientation field with the MORE key, and then click on
H UP (for Head-Up) or N UP (for North-Up). 2.DO H UP C UP
N UP
C UP
Special Features in the Use of Raster Charts (ECDIS Mode)

In the case of raster charts, the orientation cannot be selected. They always appear with the orientation
that is entered in the data set of the raster chart. With the vast majority of raster charts, this is North-Up.
A small number of plans on a raster chart can have an orientation differing from that of the main part of
the raster chart. If such a plan becomes active (see also page 84), the orientation of the chart area
changes automatically if the different orientation is entered for this plan in the data set of the raster chart.
The north direction is indicated by the north symbol, which is situated in
the top left-hand corner and is always displayed when raster charts are ChUP
displayed. If, in the display of raster charts, the orientation is not North-Up,
then ChUP (for Chart-Up) is displayed in the orientation field.
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3.3 Centering / Off-Centering of the Display Operating Instructions
3.3 Centering / Off-Centering of the Display
If RM mode is selected for the screen stabilisation of the PPI/chart area, the reference position 1) can be
positioned at the centre of the PPI or can be fixed at an off-center position.
Centering of the Display

or DO
By operating the CENTER button or CENT key, the reference position
CENT CENTER
is centered in the PPI.
Off-Centering of the Display

Click on the OFF CENT button; then, in the PPI, click on the place that DO
is wanted as the reference position. OFF CENT

☞ The radar video display can be off-centered up to a maximum of
75% of the PPI radius.
Using the keyboard: Move the cursor to the intended position of own OFF
ship's symbol within the PPI, and press the OFF CENT key. CENT
Using the MORE context menu: Within the PPI, click on the intended PPI
1.MORE
position of own ship's symbol with the MORE key, and then click on
OFF CENTER (with the DO key).
2.DO
OFF CENTER
Off-Centering to the Max Ahead Position
1.MORE
Click on the OFF CENT button with the MORE key, and then click on
MAX AHEAD (with the DO key). This off-centering is done in such a OFF CENT
2.DO
way that the larger part of the PPI lies ahead of own ship (as for TM MAX AHEAD
reset).
☞ If the PPI is used in off-centered mode and the reference position is displayed outisde the PPI area,
parts of the graphics (own ship, VRM, EBL) are not visible. This can be avoided by a new selection
of the off-center position
Automatic Centering in the 96 NM Range

If switching to the 96 NM range takes place in Radar mode or in Chart Radar mode, this causes centering
to take place. In these display modes, off-centering is not possible in the 96 NM range.
In ECDIS mode, automatic centering takes place if the video display is switched on in the 96 NM range.
3.4 Range and Scale Settings
In Radar mode and in Chart Radar mode, the display scale is specified by the setting of the range
(stated as RANGE in NM). This is likewise the case if, in ECDIS mode, a vector chart is selected as
the chart type.
However, if in ECDIS mode a raster chart is selected, specifying of the display scale is performed by
the selection of the raster chart (stated as SCALE and the scale).
1) For reference position, see page 101.
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Operating Instructions 3.4 Range and Scale Settings
3.4.1 Range Settings in the Radar Mode and in the Chart Radar Mode
The display range can be chosen from a selection of ten nautical ranges (PPI radius between 0.25 NM
and 96 NM) and two docking ranges (PPI radius 250 m and 500 m) 1).
☞ In the nautical ranges, all distances are stated in NM and all speeds in kn; in the docking ranges, all
distances are stated in metres and all speeds in m/s.
☞ After switch-over, the range display is red until the new range is displayed.
☞ When you switch over to the 96 NM range, a switch-over takes place automatically to relative motion
with a centered display.
Selecting the Next Larger or Next Smaller Range

1.
Show into the RANGE field, and then click on for a smaller range
or for a larger range. RANGE 6 NM
☞ The change from the docking ranges to the nautical ranges like- 2.DO 2.DO
wise takes place in this way.
Using the keyboard: The next smaller range is switched on with the
key , and the next larger range is switched on with the key .
RANGE
Selecting a Range Directly; Switching Over from the Nautical

Ranges to the Docking Ranges RANGE 0.75 NM
1.MORE 96 NM
With the MORE key, click into the RANGE field; then click on the 48 NM
24 NM
desired range (nautical or docking). 2.DO 12 NM
If, in Radar mode or Chart Radar mode, a docking range is switched 6 NM
3 NM
on, the status message DOCKING MODE appears on a coloured
1.5 NM
background beside the PPI settings. 0.75 NM
0.5 NM
0.25 NM
500 m
250 m
3.4.2 Special Features in ECDIS Mode
In ECDIS mode, the ranges 200 NM, 400 NM and 800 NM are available additionally. In these ranges, no
video and no targets can be displayed.
☞ In the 96 NM range, the video can be displayed only if own ship's position is at the centre. The (auto-
matic) switch-overs that are therefore necessary are described in Section 3.1, 3.3 and 3.5.
1) For details regarding transmission formats see page 194.
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3.4 Range and Scale Settings Operating Instructions
Special Features in ECDIS Mode when Vector Charts are Being Used
For each range setting, there is a display indicating whether a
vector chart is available. To express this more precisely: For
RANGE 0.75 NM
800 NM
range settings which are marked with an asterisk in the RANGE 400 NM
context menu, the database of the MULTIPILOT contains for the *
200 NM *
own ship's position a cell of the chart with the ideal nautical 96 NM *
purpose. 48 NM *
24 NM
☞ The division of the chart into cells, the definition of the 12 NM
*
*
"ideal nautical purpose", the automatic selection of the 6 NM *
3 NM
nautical purposes displayed, the identifiers used in the *
1.5 NM *
chart area to indicate cells having various scales, and many 0.75 NM *
other details which have to be known when the vector 0.5 NM
charts are being used, are described in the Operating 0.25 NM
Instructions of the CHARTPILOT. These descriptions will 500 m
250 m
not be repeated here.
☞ If a cell is used whose scale is smaller than is appropriate
for the selected range setting (because no cell having the * = For this range setting, data
of the vector chart are avail-
ideal nautical purpose is available), the display OVER- able
SCALED appears in the Chart Status box (can be covered
over by the display PERMIT - see page 206).
Special Features in ECDIS Mode when Raster Charts are Being Used
Because, when raster charts are being used, specifying of the display scale is performed by the selec-
tion of the chart, the operating procedure differs from the corresponding procedure for vector charts.
This can initially be seen from the fact that, at top right in the chart area, SCALE with a statement of the
chart scale 1) appears instead of RANGE in NM.
The procedure for setting the chart scale can take place step-by-step or by direct chart-selection from a
list:
Chart Selection from a List
SCALE 1: 2 000 000
1. Click on the SCALE field with MORE. As a result, the ZOOM IN
SCALE context menu opens up. 1: 2 000 000 388
*
1: 2 000 000 2746
2. Click on the desired chart. It must be marked with an 1: 1 000 000 – 1673
asterisk - see below. 1: 500 000 – 223
1: 150 000 8174
☞ If the cursor remains stationary on an entry for a short time, DO
1: 150 000
*
*
1273
a small window appears beside the context menu, 1: 100 000 2367
*
containing information about the chart that is marked by the 1: 75 000 345
*
1: 2 500 4004
cursor. 1: 1 000 4015
Explanations for the SCALE Context Menu:

Scale
Each button contains the scale, an indication of availability, and
Availability
the number of the chart.
Number of the chart
The availability is indicated there as follows:
* The chart can be displayed by clicking.
— For this chart, a licence exists. However, the chart is not present on the hard disk drive of the MULTI-
PILOT, and so it must be copied onto that drive before use.
No symbol: For this chart, a licence does not exist. Therefore, the chart cannot be used.
1) The statement of the chart scales always refers to the paper version. The scales of the screen display differ from that.
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Operating Instructions 3.5 Display of the Radar Video
☞ The special features in the display of raster charts, such as multiple names in the SCALE context
menu, automatic selection of the charts or plans displayed, simultaneous display of plans and charts
with different scales, and many other details that have to be known when the raster charts are being
used, are described in the Operating Instructions of the CHARTPILOT, and these descriptions are
not repeated here.
Step-by-Step Reduction/Enlargement of the Scale

1.
Move the Scale field, and then click on for a larger scale
(smaller range) or for a smaller scale. SCALE 1: 2 000 000
2.DO 2.DO
Displaying the Raster Chart in Enlarged Form

SCALE 1: 2 000 000
Raster charts can be displayed enlarged by a factor of 2: Click DO
ZOOM IN
on the SCALE field with MORE, and then click on the ZOOM IN 1: 2 000 000 388
*
button.
☞ In the case of an enlarged display, the display ZOOMED appears in the Chart Status box.
Reversing the enlarged display: Click on the SCALE field with
SCALE 1: 2 000 000
MORE, and then click on the button which is now called ZOOM ZOOM OUT
DO
OUT. 1: 2 000 000 388
*
3.5 Display of the Radar Video
So that the synthetics can be recognised better in the case of superimposition of video signals, the entire
video display can be suppressed.
In ECDIS mode, the video can be displayed in the PPI in the ranges up to 96 NM if, as the chart type, a
vector chart is selected. The display of the video can then be switched on and off.
Brief Suppression of the Video

In Radar mode and Chart Radar mode: As long as the VIDEO OFF button or
DO
the VIDEO OFF key is being pressed, the video is not displayed.
In ECDIS mode: If the radar keyboard is present, the display of the video can VIDEO OFF
be temporarily suppressed with the VIDEO OFF key, just as in the other display or
VIDEO
modes. Otherwise, there remains the possibility of switching the video off and
OFF
then on again as long as required:
Switching the Display of the Video On and Off in the ECDIS Mode
This switch-over is performed with the VIDEO button, which in VIDEO
ECDIS mode appears in the top right-hand corner region in place of
DO
the VIDEO OFF button.
coloured
VIDEO
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3.6 Bearing Scale, Scale Bar Operating Instructions
Automatic Switch-Off of the Video Display in ECDIS Mode

The display of the video is switched off automatically
- if, as the chart type, a raster chart is selected
or, if a vector chart is selected,
- if switching to ranges larger than 96 NM takes place or
- if switching to the 96 NM range takes place and own position is not at the centre (because of off-
centering or switch-on of true motion stabilisation (TM)) or
- if, in the 96 NM range, own position is displaced from the centre (by off-centering or by switch-on of
true motion stabilisation (TM)).
3.6 Bearing Scale, Scale Bar
These settings are possible only in ECDIS mode. There,

- the bearing scale can be switched off.
- together with vector charts, at the left-hand edge, a scale bar can be switched on.
Switching the Bearing Scale On and Off

MENU
Click on the MENU button, and then, in the DISPLAY DISPLAY SETTINGS
SETTINGS menu, click the BRG SCALE button.
BRG SCALE
DO
Switching the Scale Bar On and Off

The setting is made in the CHART SETTINGS dialog VISI- CHART SETTINGS
BILITY OPTIONS: with the SCALE BAR button. VISIBILITY OPTIONS
For the dialog opening procedure, see page 77.
☞ The scale bar has a length of 1 NM and subdivisions of 0.1 DO
SCALE BAR
NM if the range setting is 3 NM or less. At the longer range
settings, it is 10 NM long and the subdivisions are 2 NM.
3.7 Range Rings, Grid
Fixed range rings or a map grid can be displayed. Range rings are concentric circles with the reference
position as their centre 1), and are situated at equal distances from one another.
☞ ECDIS mode: When raster charts are used, range rings and grid cannot be displayed, as the grid is
normally included in the raster chart.
Selection between Range Rings and Map Grid 1.MORE
Click into the RINGS / GRID field with the MORE key, and then (with
RINGS 1.00 NM
the DO key) click on RINGS or GRID.
RINGS
GRID
2.DO
1) For reference position see page 101
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Operating Instructions 3.8 Own Ship and Target Symbols, Vectors, Past Position Plots
Switching the Range Rings or Grid On and Off

RINGS OFF
Clicking of the RINGS / GRID field switches the display on and off.
☞
DO
The distance between the range rings is displayed in the RINGS
field. RINGS 1.00 NM
3.8 Own Ship and Target Symbols, Vectors, Past Position Plots
In ECDIS mode too, all objects mentioned here are displayed inside the PPI only. Exception: Sleeping
targets appear throughout the entire chart area.
3.8.1 Radar Mode and Chart Radar Mode
Own Ship Symbol Own ship symbol

The own ship symbol consists of the Heading line and the Beam line and heading line
(minimized own ship symbol). In the smaller ranges it is also possible
to show the own ship true scaled outline together with the Heading Heading line
and the Beam line. This is only possible if the beam of the own ship
Antenna position
symbol exceeds a predefined value. In this case the own ship true scaled
outline
outline is true to scale. 1)
Reference
position
In the SYMBOL SETTINGS menu (see also page 65

Target Symbol Settings) it can be selected to display SYMBOL SETTINGS
the own ship true scaled outline also in higher display TARGET SYMBOLS
ranges. (Setting: SHIP OUTLINE = SMALL) SHADES STANDARD
The contours are displayed depending on the selected
range: SHIP OUTLINE STANDARD STANDARD or
SMALL
- in ranges <= 0.5 NM always
- in range 0.75 NM if the ship´s length exceeds 50m
- in range 1.5 NM if the ship´s length exceeds 100m
The display of the own ship symbol can be switched off, and standard or small outline can be selected,
see page 65.
The own ship symbol is supplemented by the following elements:
- Heading line: It is the extension of the ship's longitudinal axis in the ahead direction and extends to
the edge of the PPI. The heading can be switched off temporarily.
- Simplified Own Ship symbol: A simplified own ship symbol is added to the minimized
own ship symbol in Chart Radar Mode and in ECDIS mode if the display button for this function is
activated and the treu scaled outline cannot be displayed in larger ranges.
1) The dimensions of the own ship outline can be set on service level.
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3.8 Own Ship and Target Symbols, Vectors, Past Position Plots Operating Instructions
The origin of the heading line is the reference position for bear-
Own ship symbol
ings 1).
with vector and
- Speed vector: The direction of the vector corresponds to the past position plot
existing course of own ship. The length corresponds to the
existing speed of own ship. Together with the speed vectors of the
Speed vector
tracked targets, the display of the speed vector can be switched
on and off, and the time represented by the displayed vectors can BT WT
be specified. Furthermore, it can be seen from the vector symbol
of own ship whether the vector is relative to the sea (Water Track,
WT = one arrow-head) or relative to the bottom (Bottom Track,
BT = two arrow-heads).
- Past position plot 2): The past position plot corresponds to the
past movement of own ship. On it, there are four time markers, Past position plot
with time markers
whose distance apart in time can be set. The setting of the time
marker spacing also defines the length of the plot that is
displayed. This setting and the on/off switching of the past plot
display take place in common with the past plots and time
markers of the targets.
- Stern line: This extension of the heading line in the aft direction Path prediction
as far as the edge of the PPI can be switched on if necessary.
(For the setting procedure, see page 67.)
- Path prediction: In the small display ranges up to 1.5 NM, it is
possible to display the probable track (the predicted path) along
which the own ship will travel if it maintains its existing rate of turn
and its existing speed. The prediction time can be set, see page Prediction
time
67.
Target Symbols
ARPA targets are displayed in all display ranges as a circular symbol
, tracked AIS targets are displayed as a pointed triangle with
heading line 3)
. The following elements can be provided for ARPA and AIS targets
Speed vector
them:
- Speed vector: The direction of the vector corresponds to the Target being
existing course of the target, and the length corresponds to the plotted
existing speed of the target. Together with the speed vectors of
the own ship symbol, the display of the speed vector can be
Past position
switched on and off. The length of the vector is computed from plot with time
the distance travelled by the vessel in the vector time, as it is markers
called. The vector time can be adjusted.
- Past position plot: For targets being tracked, past position plots
can be displayed. The settings for these plots are made jointly
with those of own ship's past position plot. They have four time
markers at the most, which are set simultaneously on all past
position plots.
1)
For the reference position for bearings, see page 101.
2) In ECDIS mode, the past position plot of own ship is absent. Instead, the past track of own ship can be displayed in that mode.
3) For other symbols, see page 114
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All vectors and past position plots can be displayed jointly either relative to own ship (R = relative display)
or over ground or through the water (T = true display). Relative speed vectors are displayed as dotted
lines.
☞ In the case of the relative display, the vector and the past position plot of own ship are non-existent
by definition.
Furthermore, the target symbols are supplemented by symbols of the automatic target tracking function
(see page 114).
The computation of the true (T) vectors is always based on the BT/WT setting which is displayed for the
selected speed sensor of the own ship.
Target Symbol Settings

SYMBOL SETTINGS
In the DISPLAY SETTINGS, SYMBOL...
menu it can be selected to show ON (high- TARGET SYMBOLS
lighted green) SHADES STANDARD or
STANDARD
STANDARD or LARGE AIS and ARPA or OFF LARGE
target symbols. Additionally, it can be
selected to display the targets with/without OWN SHIP OUTLINE
a symbol shade. STANDARD
Switching the Display of the Sleeping

AIS Targets On and Off
☞ Sleeping AIS Targets are targets that have been acquired by the AIS but are not tracked by the
radar.
By clicking on the AIS button, the display of the sleeping targets can
be switched on and off. AIS
DO
If the AIS button has a coloured background, all sleeping targets which
coloured
are present in the geographic region of the PPI/chart area and whose AIS
data are being received are displayed; symbol: , see page 114.
Switching the Own Ship Symbol On and Off

MENU
Click on the MENU button, and then, in the DISPLAY SETTINGS DISPLAY SETTINGS
menu, click the OWN SHIP button. OWN SHIP
DO
Alternative: Click on the own ship symbol or own ship position

MORE
(origin of the heading line) with the MORE key and then, click on
HIDE OWN SHIP SYMBOL or SHOW OWN SHIP SYMBOL (with
the DO key).
SET LINE 1
SET LINE 2
OFF CENTER
Page 143 DISPLAY OWN AIS DATA
DO HIDE OWN SHIP SYMBOL
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The Setting of Vectors

With the operating procedure described, both the speed vectors of the targets and the vector of own ship
are set.
Switching the Display of the Vectors On and Off

VECTOR OFF T
The display of the own ship vector and of the speed vectors is DO
switched on and off by clicking on the VECTOR field.
VECTOR 6 min T
Specifying the Length of the Vectors

The procedure for setting the vector length is performed by speci- DO
VECTOR TIME
2.c 6 min
fying the travelling time represented by the vectors:
90 min
Click on the VECTOR field with the MORE key; then, in the Dialog 60 min
that is opened as a result, either 30 min
12 min
a) click on the desired numerical value, or 6min
DO
b) click into the (vertical) bar-area, drag the bar to the desired 2.a 3 min
value, and press the DO key, or 2 min
c) click into the upper numerical field and enter the value with the 1 min
DO 0.5 min
virtual keyboard. 2.b
OFF
VECTOR 6 min T
1.MORE
Using the keyboard: Press the VECTORS TIME key, and use the
trackball to set the vector length. TIME
VECTORS
Switching the Vectors to Relative or True Display

REL
The switch-over is performed by clicking into the right-hand VECTOR TRUE
field or by pressing the VECTORS REL/TRUE key.
or VECTORS
☞ This switch-over takes place jointly for vectors and for past posi- VECTOR 6 min R
tion plots. Therefore, switching over can also be performed by PAST POSN 1 min R
clicking on the right-hand PAST POSN field.
DO
☞ If the relative display is set, the vector and the past position plot
VECTOR 6 min T
of own ship are non-existent by definition.
PAST POSN 1 min T
Setting the Past Position Plot

PAST POSN OFF
Switching the Past Position Plot On and Off DO
The display of the past position plot is switched on and off by clicking PAST POSN 6 min
on the PAST POSN field.
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Specifying the Time Interval between the Time Markers 12 min

Click on the PAST POSN field with the MORE key, and then click on 6 min
2.DO
3 min
the desired time value. 2 min
1 min
30 sec
1.MORE 15 sec
Switching the Past Position Plots to Relative or True Display OFF
PAST POSN 6 min T
The switch-over is performed by clicking into the right-hand PAST
POSN field.
☞ This switch-over is performed jointly for past position plots and
for vectors. Therefore, switching over can also be performed by VECTOR 6 min R
clicking on the right-hand VECTOR field. PAST POSN 1 min R
☞ If the relative display is set, the vector and the past position plot DO
of own ship are non-existent by definition. VECTOR 6 min T

PAST POSN 1 min T
Setting the Path Prediction Function
Switching the Path Prediction Function On and Off PATH OFF

The path prediction function is switched on and off by clicking on the
DO
PATH field.
☞ When the path prediction function is switched on, its display is
PATH 60 sec
presented only in the display ranges less than 3 NM and only if

particular conditions are fulfilled, such as adequate speed and a
rate of turn which can be determined.
Specifying the Length of Path Prediction PATH

2c.DO
With the MORE key, click on the PATH field. This causes a Dialog 60 sec
to open. In that Dialog, either 180 sec
2a.DO
120 sec
a) click on the desired numerical value, or 60 sec
b) click into the (vertical) bar area, pull the bar to the desired value 2b.DO
30 sec
and press the DO key, or 20 sec
1.MORE 10 sec
c) click into the upper numerical field and enter the value with the OFF
virtual keyboard. PATH 60 sec
Selecting the Colour of the Path Prediction Symbol

DO
The colour of the path prediction symbol can be changed: With the
PATH
MORE key, click on the PATH field and then on the field next to 60 sec
PATH (with the DO key).
Switching the Stern Line On and Off

MENU
menu, click the STERN LINE button. DO
STERN LINE
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3.8.2 Past Tracks and Other Special Features in ECDIS Mode
In ECDIS mode, there are the following differences compared to Chart Radar mode:
- The display of the heading line of own ship symbol can be switched off temporarily(see below).
- The past position plot of own ship is absent. Instead, the past track of own ship can be displayed.
However, the past position plots of the tracked targets remain available.
- Furthermore, a 2nd past track can be displayed for own ship.
Switching the Heading Line of the Own Ship Symbol On and Off
MENU
menu, click the HDG LINE button.
HDG LINE
DO
If the heading line has been switched off by the described action,
it will reappear automatically after the cursor has been moved
away from the HDG LINE button.
Setting the Past Track of the Own Ship

The past track (which can be displayed only in ECDIS mode) is a past track of own ship in the same way
as the past position plot (which can be displayed in Radar mode and Chart Radar mode). However, the
following differences exist:
- The past track is produced by recording the position values received from the selected position
sensor.
For the past position plot (of the Radar mode and Chart Radar mode), those past position values
are used that have been determined in the system by dead reckoning, i.e. from the heading value
of the gyro and the speed value of the selected speed sensor.
- The past track can also be displayed if relative position plots of the targets or relative vectors are
displayed.
- The past track can be displayed for a much longer period of time; it can be provided with position
times (time labels).
☞ The position times of the past track are not referenced to the time markers of the target past
position plots.
- With the PAST POSN button in the bottom right-hand corner field, in Chart Radar mode both the
past position plots of the targets and the past position plot of own ship are set; in ECDIS mode, only
the past position plots of the targets are set.
1700
Past track with time labels
(time statement: hhmm
(UTC or ZT. as displayed in the 1730
Quick Info box - see page 185) 1830
1800
2nd past track
The data needed for the display of the past track and of the 2nd past track are continuously recorded.
However, the content of the data memory concerned can be erased manually (a reset function). There-
fore, after switch-on of display mode, there is no need to wait for the two tracks to be built up: instead,
they are available immediately with maximum length as selected in the PAST TRACK SETTINGS (or, if
a reset has been performed, from the instant of the reset).
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All settings relating to the past track and to the 2nd past track 1.MORE
are performed in the PAST TRACK SETTINGS dialog.
Opening the PAST TRACK SETTINGS dialog: With the
MORE key, click on own ship's position, and then (with the DO
INFO WINDOW
key) click on PAST TRACK SETTINGS. SET LINE 1
Alternative: Click on the MENU button, DISPLAY SETTINGS SET LINE 2
OFF CENTER
and PAST TRK one after the other. 2nd CHART
Page 143 DISPLAY OWN AIS DATA
Switching the Past Track On and Off Page 65 HIDE OWN SHIP SYMBOL
Page 68 SHOW HEADING LINE
The display is switched on and off in the PAST TRACK 2.DO PAST TRACK SETTINGS
SETTINGS dialog with the PAST TRK button.
PAST TRACK SETTINGS

Setting the Past Track DO
PAST TRK 2nd PAST TRK
The time length of the past track is entered with the virtual DO
LENGTH 720 min
keyboard in the LENGTH field. DO
TIME LABELS 30 min
☞ As a result, the length of the 2nd past track is defined at 2nd POSITION SENSOR
the same time - see below. DGPS2
In the TIME LABELS field, the time difference between the
position times is defined. RESET
☞ With OFF, the display of the position times is switched off. CLOSE
Setting the 2nd Past Track of the Own Ship

For own ship, a second past track can be displayed. It is created by recording the position values of an
alternative position sensor selected for this purpose. It is displayed as a thin line and has no time labels.
With the aid of the past track and the 2nd past track, the position values of different position sensors can
be compared with one another and information can be obtained about the variance or stability of their
data.
Switching the 2nd Past Track On and Off

DO
The display is switched on and off in the PAST TRACK PAST TRACK SETTINGS
SETTINGS dialog with the PAST TRK button. PAST TRK 2nd PAST TRK
DO
LENGTH 720 min
TIME LABELS 30 min
Setting the 2nd Past Track
The time length of the 2nd past track is defined in the LENGTH 2nd POSITION SENSOR
DO
DGPS2
field, together with the length of the past track.
In the 2nd POSITION SENSOR field, the position sensor
RESET
whose position values are to be recorded as the 2nd past track
is specified. After clicking, a context menu appears, indicating CLOSE
the available position sensors. The subsequent procedure
corresponds to the selection of the position sensor as
described on page 102.
Resetting the Length of Both Tracks to Zero

By clicking on the RESET button, the recorded data of the past
DO
track and of the 2nd past track are deleted. Future data continue RESET
to be stored, and both tracks are built up again anew.
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3.9 Trails of Radar Targets Operating Instructions
3.9 Trails of Radar Targets
In the true display, trails make it possible to reach a conclusion quickly about the manoeuvre performed
by radar targets. In the relative display, the trails provide a quick overview of the danger situation (a
constant bearing). However, only qualitative information can be obtained from them.
For radar echoes moving on the PPI, trails can be displayed. These trails can be varied as follows:
- The display of these trails can be switched on and off.
- Their length can be specified.
- If the screen stabilisation is set to RM, the trails can be displayed with the PPI/chart area orientation
North-Up and Course-Up relative to own ship or with true (absolute) orientation, i.e. in relation to
the sea bottom 1).
- The trails can be deleted so that they have to build up again.
Switching the Display of the Trails On and Off

TRAILS OFF
The display of the trails is switched on and off by clicking on the TRAILS
DO
field.
TRAILS 10 min
Specifying the Length of the Trails

Click on the TRAILS field with the MORE key; then, in the Dialog that is TRAILS
opened as a result, either 2.c 12 min
DO
a) click on the desired time, or 90 min
b) click into the (vertical) bar-area, drag the bar to the desired value, and 60 min
press the DO key, or 30 min
DO 12 min
c) click into the upper numerical field and enter the value with the virtual 2.a 6min
keyboard. 3 min
☞ If the trails are lengthened, they reach the new specified length only
2 min
1 min
after the time difference (i.e. in the case of switching over from 12 to 2.b
DO 0.5 min
30 minutes, 18 minutes will pass before the trails correspond to a OFF
length of 30 minutes). RESET
TRAILS 12 min T
The reduction of the trail length too takes some time.
In the TRAILS field, the length currently being displayed is indicated. 1.MORE
Switching the Trails to Relative or True Display

The switch-over is performed by clicking into the right-hand TRAILS field.
☞ The switch-over is possible only in the RM modes North-Up and TRAILS 12 min T
Course-Up. In TM mode, the trails displayed are always true; in the
DO
RM mode Head-Up, they are always relative.
Deletion of Trails
1 min
Click on the TRAILS field with the MORE key; then, in the Dialog that is 0.5 min
OFF
opened as a result, click (with the DO key) on RESET.
RESET
☞ The trails are also deleted whenever a switch-over occurs which TRAILS 12 min T
2.DO
changes the entire radar video (RM/TM, PPI/chart area orientation, 1.MORE
range, center/off-center), but they then appear again.
1) or in relation to the water, depending on the selected speed sensor. The sensor indicated in the speed sensor field is used.
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Operating Instructions 3.10 Setting the Display of Pre-planned Tracks
3.10 Setting the Display of Pre-planned Tracks
Pre-planned tracks are planned tracks whose routes are defined by the geographical coordinates of the
waypoints and by the curve radii of the curved paths along which the ship has to sail at the waypoints 1).
These tracks must be generated beforehand on the MULTIPILOT, a CHARTPILOT or else on the radar
indicator (see Section 15).
It is possible to specify whether pre-planned tracks are to be displayed, and if so, which ones. Further-
more, it is possible to specify which elements of the tracks are to be displayed.
☞ The selection of the pre-planned tracks that are to be displayed and the specifying of the track
elements that are to be displayed affect only the item of equipment being operated.
Selecting the Track that is to be Displayed

TRACK
1. Open the TRACK menu by clicking on the TRACK button.
COURSE WPT NUMBER
2. When you click on the LOAD button, the list of existing
LEG WPT SYMBOL
track catalogs appears in the Multidisplay.
2.DO
LOAD... EDIT...
3. Click on the desired catalog. As a result, the list of tracks
CLEAR... DELETE...
contained in the catalog appears. Tracks which have
already been selected for the display are marked in that SYSTEM TRACK:
list. SET... CANCEL
4. Click on the track that is to be additionally displayed, and SELECT TO-WPT...
then click on the LOAD button. This must be repeated for
further tracks if necessary.
LOAD TRACKS
/
Catalog
WORLD
NORTHSEA
3.DO BALTIC
ATLANTIC
LOAD TRACKS
/ATLANTIC
4a.DO
No. Name
1301 HELSINKI-BRIXHAM
1304 BRIXHAM-FREEPORT
1307 FREEPORT-MIAMI
1308 FREEPORT-MIAMI 1
4b.DO
LOAD CLOSE
1)
And also by specifying whether the track sections longer than 25 NM between two waypoints are to be sailed by the ship along a rhumb
line or on the great circle; see page 266.
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3.10 Setting the Display of Pre-planned Tracks Operating Instructions
Switching Off the Display of a Track

1. Open the TRACK menu by clicking on the TRACK button. TRACK
2.DO
2. Click on the CLEAR button. The list of displayed tracks CLEAR...
appears in the Multidisplay.
3. By clicking, mark the tracks that are no longer to be
displayed, and click on the CLEAR button. CLEAR TRACKS
No. Name
Display of the Tracks 3a.DO 1301 HELSINKI-BRIXHAM
Pre-planned tracks appear on the PPI/chart area as dotted 1303 BRIXHAM-MIAMI 3
lines, together with their waypoints, track curves and the wheel- 1304 BRIXHAM-FREEPORT
over points computed by the system, possibly including the 3b.DO
waypoint numbers and the courses of the legs 1). CLEAR CLOSE
The colour of the tracks is orange, except for the System Track,
which is displayed in red with a thick long-dashed line. See Figure on page 74
5
Pre-planned track
116
Waypoint, with serial number 4

Parameter point, see Operating
Instructions of the CHARTPILOT
3 Leg, with a statement of the course
Wheel-over point
60
Defining Track Elements that are to be Displayed

TRACK
For the individual elements of the displayed tracks, it is possible
to define whether they are to be displayed. These definitions 2.DO COURSE WPT NUMBER
are applicable to all displayed tracks. LEG WPT SYMBOL
1. Open the TRACK menu by clicking on the TRACK button.

2. Switch the display of the elements on or off by clicking:
- COURSE for the display of the courses of the legs
- LEG for the display of the lines and symbols of the wheel-over point
- WPT NUMBER for the display of the waypoint numbers
- WPT SYMBOL for the display of the waypoint (and parameter point) symbols
1) The track segment defined by two consecutive waypoints is called a leg.
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Operating Instructions 3.11 Defining the System Track and the TO-Waypoint
3.11 Defining the System Track and the TO-Waypoint
A large number of system functions refer to a particular track, e.g. steering with the TRACKPILOT in
Track mode or by means of Pilot Data 1), display of the deviation from the track, track alarms and chart
alarms, possibly sailing with the SPEEDPILOT in Profile mode and in Arrival mode, etc. This track is
called the System Track and must be defined at the beginning of the voyage.
The data of the System Track can be displayed in the TRACK DATA display at the bottom of the side
strip. This is described in Section 30.6.
While the ship is approaching the System Track or is sailing along it, it is possible to explicitly define
which waypoint of the System Track is to be approached directly. If not already done by the defining of
the System Track, the defining of this TO-waypoint causes the computation and display of the approach
track leading to the System Track. This temporary track begins at the ship's own position and joins
the System Track at the TO-waypoint and can also be used as the basis for steering with the TRACK-
PILOT.
☞ The defining of the System Track and of the TO-waypoint is applicable for all items of equipment in
the system.
☞ If the system configuration is suitable, the System Track (the working route or the complete route,
depending on settings on service level) is also available on the connected GPS receiver.
Defining the System Track

TRACK
The track that is to be defined as the System Track must
already be selected for the display.
SYSTEM TRACK:
1. Open the TRACK menu by clicking on the TRACK button. 2.DO
SET... CANCEL
2. Click on the SET button situated under SYSTEM TRACK. SELECT TO-WPT...
As a result, the list of displayed tracks appears in the Multi-
display. If a System Track has already been defined, it is
marked here. SET SYSTEM TRACK
3. By clicking, mark the track that is to become the (new) 3a.DO No. Name
System Track, and click on the SET button. 2) 1301 HELSINKI-BRIXHAM
☞ If, as a result, a dashed line starting at the ship's own posi- 1303 BRIXHAM-MIAMI 3
3b.DO
tion is displayed additionally, that line represents the SET CLOSE
approach track, which joins the ship's own position to the
System Track at the TO-waypoint.
☞ If a TRACKPILOT is installed, the track is automatically subjected to a geometrical check before it
is made the System Track 3). If the check indicates that defined radii and waypoint positions do not
match each other, or a radius is smaller than defined as permissible, then the corresponding
message 4) is shown and the track is not accepted as the System Track by the program.
As soon as the System Track is defined, its data can be displayed in form of the TRACK DATA display
or the WAYPOINT DATA display- see page 260.
1) Pilot Data see page 262.

2) If no TRACKPILOT is installed and if the ship is already off the System Track, then the track and course limits contained in the System
Track take effect and appear in the TRACK/DEPTH ALARMS Dialog.
3) This is the same check that is carried out at the CHARTPILOT after the track has been edited or changed there; see Operating Instructions
of the CHARTPILOT.
4) The message lists only the first errors recognized by the program.
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3.11 Defining the System Track and the TO-Waypoint Operating Instructions
☞ The System Track is administrated by any CHARTPILOT that is available within the system. Even if
all CHARTPILOT units within the system are switched off or have failed, it is still possible to employ
the MULTIPILOT to define a track as the System Track and to use it as such 1). The prerequisite here
is that the MULTIPILOT must be operated as the TRACKPILOT Master (for TRACKPILOT Master,
see page 269).
Defining the TO-Waypoint

TRACK
Only a waypoint of the System Track can be defined as the TO-
waypoint. Therefore, a System Track must already be defined.
1. Open the TRACK menu by clicking on the TRACK button. SYSTEM TRACK:
SET... CANCEL
2. Click on the SELECT TO-WPT button situated under 2.DO
SELECT TO-WPT...
SYSTEM TRACK. As a result, the waypoint list of the
System Track appears in the Multidisplay and the
according data displays are cleared.
SELECT TO-WPT
3. By clicking, mark the waypoint that is to be approached, /ATLANTIC/1301
and click on the SELECT button. No. Name
36 BUOY 11
The approach track leading to the TO-waypoint is then 37 KATTEGATT
displayed as a temporary track 2). 38 KUMMELBANKE
3a.DO
☞ If the TRACKPILOT is running in Track mode, the current 39 DEEP SEA PILOT
40 SKAGERAK
TO-waypoint. cannot be changed
41 HANSTHOLM
42 FRIESLAND
43 GAS FIELD
3b.DO
39 SELECT CLOSE
Pre-planned track
38
Waypoint No. 39 has been defined
as the TO-waypoint. The temporary
track which is then computed
(including the wheel-over point and
curve) is displayed additionally.
Cancelling the Definition of the System Track

TRACK
If a System Track is already defined but is to be deselected:
Click on the TRACK button and then on the CANCEL button DO
SYSTEM TRACK:
situated under SYSTEM TRACK. As a result, the definition of
the System Track is cancelled. SET... CANCEL
SELECT TO-WPT...
☞ If the TRACKPILOT is running in Track mode, the System
Track cannot be cancelled.
☞ Because System Tracks appear on all radar indicators and can also be cancelled there, cancelling
causes disappearance of the track on all radar indicators on which the track has not been loaded
(for loading, see page 71, S e l e c t i n g t h e T r a c k t h a t i s t o b e D i s p l a y e d ).
1) In such a case, this track is used as the System Track only at this MULTIPILOT and for the TRACKPILOT.
2)
Whether the approach track is displayed as a rhumb line or as a great circle depends on the setting of the sailing mode of the TRACKPILOT
- see page 266.
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Operating Instructions 3.12 Settings for Charts and User Chart Objects (Chart Radar and ECDIS Mode)
3.12 Settings for Charts and User Chart Objects (Chart Radar and ECDIS Mode)
In the Chart Radar mode and in the ECDIS mode, in addition to the radar video and synthetics it is also
possible to display electronic charts and the User Chart Objects existing on the hard disk drive of the
MULTIPILOT.
☞ Electronic charts enter the system via the CHARTPILOT. They are managed there and must be
transferred from there to the hard disk drive of the MULTIPILOT in the course of chart maintenance,
so that they can be displayed on the MULTIPILOT.
The subjects of electronic charts are described in detail in the CHARTPILOT Operating Instructions.
In the Operating Instructions that you are now reading, it is assumed that the electronic chart details
described there are known.
User Chart Objects can be edited on any CHARTPILOT and any MULTIPILOT 1100 of the system.
When this is done, they are transferred automatically to all hard disk drives of the system. For details
of the User Chart Objects, see Section 16.
Projection Used for the Chart Display

For vector charts only the radar projection is used.
For raster charts (in the ECDIS mode), the projection with which the raster chart was generated (i.e. the
projection of the scanned paper chart) is used. It can be determined with the aid of the INFO window of
the ECDIS mode - see Section 23.
CHART Menu and CHART SETTINGS dialogs

CHART
The most important settings are made in the CHART menu: Open
CHART TYPE CM-93/3Pro
the CHART menu by clicking on the CHART button.
USER CHART OBJECTS
Further setting possibilities are contained in the CHART AIS AIDS-TO-NAV
SETTINGS dialogs: In the CHART menu, click on the CHART
SETTINGS button with MORE, then click (with DO) on the AREAS FILLED
desired dialog.
TEXT LABELS NORMAL
2.DO
Page 77 EDIT USER CHART OBJ. ...
VISIBILITY SETTINGS
VISIBILITY GROUPS Page 78 CHART SETTINGS...
VISIBILITY OPTIONS Page 80
DEPTH CONTOUR Page 82
1.MORE
RASTER CHART OPTIONS Page 84
CHART SETTINGS...
☞ If a CHART SETTINGS dialog is already being displayed,

it is possible to switch over to the other CHART CHART SETTINGS
DO
SETTINGS dialogs after clicking on the dialog name. VISIBILITY SETTINGS
Switching the Display of the Electronic Chart On/Off, Selecting the Chart Type
☞ Some settings are alternatively possible with the aid of the chart button in the corner area. This
button is situated in the bottom right-hand corner area between the EVENT button and the PATH
button, and mainly has the task of displaying the type of the selected chart. In the following, this
possibility will be referred to in individual cases.
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3.12 Settings for Charts and User Chart Objects (Chart Radar and ECDIS Mode) Operating Instructions
Switching the Display of the Chart On/Off

DO
CHART
In the CHART menu, click on the CHART button.
☞ With the chart button in the corner area also, the display
of the chart can be switched on: Click on the chart button
with MORE, then (with DO) click on CHART ON.
Selecting the Chart Type 1.DO
In the CHART menu, click on the TYPE field and then click on the
CHART TYPE ENC
desired chart type. ENC
☞ This can be done in the same way with the chart button in 2.DO ARCS
CM-93/3Pro
the corner area as well. OWN
The type ARCS listed in the context menu involves the only
raster charts which can at present be displayed on the MULTIP-
ILOT, and only in ECDIS mode.
☞ If ARCS is selected, the display of the electronic chart is omitted in Chart Radar mode.
Because of the different characteristics of the chart types, some switch-overs take place automatically in
the case of a change-over between vector and raster charts:
- For as long as raster charts are switched on, the video, the grid and the range rings are not
displayed.
- A chart is selected whose scale is as similar as possible to the scale of the chart that was being
displayed before the switch-over.
- The orientation is set to North-Up (or, in rare special cases, to Chart-Up).
If other than the official approved ENC chart data are selected,
the chart button in the corner area appears in yellow. If the No appropriate ENC is available.
cursor is situated over this button, corresponding information Refer to paper chart or to RCDS.
appears:
Switching the Display of the User Chart Objects On/Off DO

USER CHART OBJECTS
In the CHART menu, click on the USER CHART OBJECTS
button.
☞ As long as the EDIT USER CHART OBJECTS dialog remains open (see page 170), the display of
the User Chart Objects cannot be switched off.
Switching the Display of the AIS Aids-to-Navigation and Base Stations On and Off
Aids-to-Navigation are navigation marks which are reported by the AIS system. For their display, the
same symbols are used as for the electronic chart of type ENC. In addition, they are marked by means
of a blue circle having its centre at the position of the Aid-to-Navigation.
Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic control centre.
Symbol: surrounded by a blue circle.
Their display is switched on and off in the CHART menu by DO
clicking on the AIS AIDS-TO-NAV button. AIS AIDS-TO-NAV
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3.12.1 Settings when Vector Charts are Used
Displaying of Background Areas as Contoured Areas Only

In Chart Radar mode, the areas that are displayed filled completely with colour in an ECDIS display (e.g.
depth areas, land areas) can also be displayed by means of their contours if this is selected.
In ECDIS mode, the areas are always displayed filled. This setting also affects the User Chart Objects.
This setting is performed in the CHART menu with the AREAS DO
FILLED button. AREAS FILLED
☞ After the switch-over, generation of the new picture might take several seconds.
AREAS FILLED switched on: The areas are displayed with the colours of the electronic chart or as grey
areas (in Grey mode - see page 34).
AREAS FILLED switched off: Only the contours of the areas are displayed, so that the radar video is
disturbed as little as possible. Furthermore, the non-navigable areas are marked with a pattern - see page
81.
Switching Names, Designations and Texts On/Off and Setting their Number
Because of the particular importance of the display group text 1. DO
labels, it can be switched on and off directly in the CHART menu
in the TEXT LABELS field. In addition, there it is possible to TEXT LABELS FEW
define how many text labels of the vector charts will appear. NONE
FEW
The setting procedure: Click on the TEXT LABELS field and then NORMAL
2. DO
click on the desired presentation. ALL
NONE: No text labels are displayed.
FEW: Only the most important text labels are displayed.
NORMAL: The text labels that are normally adequate for navigation appear.
ALL: All text labels contained in the electronic chart appear.
In the settings FEW and NORMAL, the program ensures that text labels of the electronic chart do not
cover one another. In the setting ALL, that is not the case.
☞ In this way, the text labels of the chart, of the User Chart Objects, of event markers and of position
fixes are switched on/off and selected.
Specifying the Objects to be Displayed

These settings are made in the CHART SETTINGS dialogs VISIBILITY SETTINGS and VISIBILITY
OPTIONS: In the CHART menu, click with MORE on the CHART SETTINGS button and then click (with
DO) on VISIBILITY SETTINGS or VISIBILITY OPTIONS.
☞ If no CHART SETTINGS dialog has been opened yet, the dialog VISIBILITY SETTINGS also
appears if the CHART SETTINGS button is clicked (with DO) in the CHART menu.
CHART SETTINGS CHART SETTINGS

VISIBILITY SETTINGS VISIBILITY OPTIONS
CATEGORY STANDARD EXTRA INFO SYMBOLS
SYMBOLS SIMPLIFIED FULL LIGHT SECTORS
AREAS PLAIN LIGHT DESCRIPTIONS
HIGHLIGHT OFF. UPDATES SHALLOW WATER PATTERN
NONE SHALLOW WATER DANGERS
DATE DEPENDING OBJECTS IGNORE SCALE MINIMUM
WITHIN EFFECTIVE DATE SCALE BAR
MORE CLOSE MORE CLOSE
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☞ In the CHART SETTINGS Dialog, use the MORE button for selection of he appropriate Dialog.
Display Groups
The various objects contained in the vector chart (symbols, lines, areas, texts) are grouped to form
display groups. For the task of selecting the display groups that are to be displayed, IMO has defined the
categories Display Base and Display Standard. On the MULTIPILOT, it is possible to switch over
between these categories and the display of all objects contained in the chart (category ALL).
These settings also affect the User Chart Objects because these objects too are assigned to such display
groups.
Switching Over between the Display Group Categories: 1. DO
The setting procedure: In the CHART SETTINGS dialog VISI-

BILITY SETTINGS, click on the CATEGORY field and then click CATEGORY BASE
BASE
on the desired category. STANDARD
☞
2. DO ALL
Alternative operating procedure: Click on the chart button
in the corner area with MORE, and then click on the
desired category.
Displaying Additional Display Groups and Suppressing the Display of Display Groups
For each category, it is possible to define whether particular
CHART SETTINGS
display groups are to be displayed:
VISIBILITY GROUPS
These settings are made in the CHART SETTINGS dialog VISI- Cautionary Area
BILITY GROUPS: In the CHART menu, click with MORE on the Information Areas
CHART SETTINGS button and then click (with DO) on VISI- Light/Fog Signals
BILITY GROUPS. DO
Pilot Signal Stations
Service Stations
In the list which then opens, the display of these display groups Standard Land Features
can be switched on/off for the selected category by clicking (the Other Land Features
list can be scrolled).
MORE CLOSE
☞ If, with the categories Base and Standard, the display of
additional display groups is switched on, a plus sign Scrolling the list
appears additionally in the CATEGORY field. If, with the
categories Standard and All, the display of display groups
is suppressed, a minus sign appears additionally in the
CATEGORY field.
Using the "Primary Chart Information Set" on the MULTIPILOT

The "Primary Chart Information Set" includes coastlines, own ship´s safety contour, dangers to navigation
like shallows (depending on the safety contour), bridges and overhead power lines, and fixed or floated
aids to navigation as defined by the IMO.
These objects are the most important and least numerous chart information needed for safe navigation.
It is adviseable to use this set for general purposes, especially with radar overlay.
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In order to have the Primary Chart Information Set displayed, set 1. DO

the CATEGORY to BASE, select CHART SETTINGS and VISI-
BILITY GROUPS, then choose BUOYS AND BEACONS as the CATEGORY BASE
only highlighted entry in the list. BASE
2. DO STANDARD
ALL
CHART SETTINGS
VISIBILITY GROUPS
Cautionary Area
Information Areas
DO Traffic Routes
Buoys and Beacons
Light/Fog Signals
Pilot Signal Stations
Standard Land Features
MORE CLOSE
Resetting the Individual Selection 1. DO
The selection for the display groups are stored, i.e. they remain
in effect even after switch-over of the category (in contrast to the CATEGORY STANDARD +
CHARTPILOT). However, the groupings can also be reset to the +
BASESIMPLIFIED
IMO-defined values by switching over. 2.DO STANDARD (DEF)
ALL –
In the CHART SETTINGS dialog VISIBILITY SETTINGS, click Selects the
2.DO
on the CATEGORY field and again select the category that is still category Base
(including additional Resets the category
selected. display-groups) Standard to the IMO-
☞ Alternative operating procedure: Click on the chart button defined values
in the corner area with MORE, and again select the cate-
gory that is still selected.
Defining the Symbol Presentation

For the symbols, it is possible to define whether they are to be displayed in the same way as in the paper
charts (PAPER CHARTS) or in a simplified form more suitable for the screen (SIMPLIFIED). The paper
chart symbols are more suitable when the video is to be observed, because the symbol areas are empty
(transparent).
The setting procedure: In the CHART SETTINGS dialog VISI- 1. DO
BILITY SETTINGS, click on the SYMBOLS field and then click
on the desired presentation. SYMBOLS SIMPLIFIED
PAPER CHART
☞ With this setting, the presentation of the User Chart Objects, 2. DO SIMPLIFIED
the Aids-to-Navigation and base stations is switched over
also.
Switching the Symbols of the Overlaid Areas On and Off

Many areas of vector charts are not displayed filled completely with colour, but they can be provided with
symbols (e.g. anchoring areas with anchor symbols).
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The display of these areas can be set in the CHART SETTINGS 1. DO

dialog VISIBILITY SETTINGS: In the AREAS field of that dialog,
a choice is made between symbols as used for paper charts AREAS SYMBOLIZED
(SYMBOLIZED) and symbols optimised for the screen display PLAIN
SIMPLIFIED
2. DO
(PLAIN). SYMBOLIZED
Marking of Official Changes of the ENC

Lines and symbols of the chart type ENC which have been changed by offi-
cial updates can be marked.
The following marking is used:
- All changed symbols are framed by a large, orange star.
- All changed lines are displayed uniformly by bold, orange dashes
The setting procedure: In the VISIBILITY SETTINGS dialog, click

on the HIGHLIGHT OFF. UPDATES field and then click on the 1. DO
desired selection.
HIGHLIGHT OFF. UPDATES:
NONE: No marking (standard setting). NONE
LAST: All objects changed by the last official update are NONE
marked. LAST
ALL: All objects changed by official updates in the ENC that ALL 2. DO
is present in the MULTIPILOT are marked.
Temporary Objects
For objects of vector charts which are not present continuously, e.g. buoys which are deployed season-
ally, it is possible to define whether the display is to take place only at the time entered for it in the elec-
tronic chart.
The setting procedure: In the CHART SETTINGS dialog VISI- 1. DO
BILITY SETTINGS, click on the DATE DEPENDING OBJECTS
field and then click on the desired selection. DATE DEPENDING OBJECTS:
WITHIN EFFECTIVE DATES
WITHIN EFFECTIVE DATE: Objects are displayed only during 2. DO
WITHIN EFFECTIVE DATES
the time periods entered in the electronic chart. ALWAYS VISIBLE
ALWAYS VISIBLE: Objects are displayed independently of the
time periods entered.
☞ As long as ALWAYS VISIBLE is selected, an indicat-
DATE DEPEND. OBJS
orappears in the upper left corner underneath the Chart-
Status Box: See also page 41
Marking of Objects for which Additional Information is Present in the INFO Window
Objects of vector charts for which additional information can be
called up in the INFO window of the ECDIS mode can be marked DO
EXTRA INFO SYMBOLS
i
with the symbol . In the CHART SETTINGS dialog VISI-
BILITY OPTIONS, this function is switched on with the EXTRA INFO SYMBOLS button.
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True-to-scale display of the lights

For lights whose ranges are contained in the data of the vector
chart, the lines of the beacon sectors can be displayed to scale. DO
FULL LIGHT SECTORS
This function is switched on in the CHART SETTINGS dialog
VISIBILITY OPTIONS with the FULL LIGHT SECTORS button.
Display of Light Descriptions

If the text labels are switched on (see page 77), the display of the DO
light descriptions can be switched on and off in the CHART LIGHT DESCRIPTIONS
SETTINGS dialog VISIBILITY OPTIONS with the LIGHT
DESCRIPTIONS button.
Marking Non-Navigable Areas of Vector Charts by Means of a Pattern

If only the contours of the areas are
displayed (AREAS FILLED switched Safety contour
off), the area between safety
contour and land area is additionally
marked with the shallow water Shallow water
pattern
pattern. The land areas are
provided with a similar but coloured
and much denser pattern.
Land area
with pattern
In the case of coloured display of areas (AREAS FILLED

switched on), these patterns can be optionally displayed in addi- DO
SHALLOW WATER PATTERN
tion. They are switched on and off in the CHART SETTINGS
dialog VISIBILITY OPTIONS by clicking on the SHALLOW
WATER PATTERN button.
Display of Isolated Danger Situated in Shallow Water

The display of the isolated danger symbols which are situated in DO
shallow water can be switched on and off in the CHART SHALLOW WATER DANGERS
SETTINGS dialog VISIBILITY OPTIONS with the SHALLOW
WATER DANGERS button.
Non-Suppression of Objects in the Case of a Small Scale

Many chart objects and User Chart Objects which are intended DO
for large-scale charts are not shown in charts having a smaller IGNORE SCALE MINIMUM
scale. This function can be switched off in the CHART
SETTINGS dialog VISIBILITY OPTIONS with the IGNORE
SCALE MINIMUM button.
Display of the Depths

In the display of the vector charts, it is possible to use colour to clearly distinguish the navigable areas
from the non-navigable ones, depending on the draught of the ship.
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Navigable areas are displayed in black or dark grey, and non-navigable areas are displayed in greyish-
blue or blue. The boundary between these areas is the safety contour.
☞ The safety contour is particularly important because it is a basis for chart monitoring (see page 217).
Furthermore, both within the navigable area and within the non-navigable area, it is possible to distinguish
between two areas having different depth ranges:
- Within the navigable area, the deep contour differentiates between the adequately deep areas
displayed in dark grey and the deeper areas displayed in black.
- Within the non-navigable area, the shallow contour differentiates between the areas displayed in
greyish-blue which are adjacent to the navigable area, and the even shallower areas displayed in
blue.
Spot soundings from individual measurements are displayed more prominently if they project beyond a
particular depth. This depth is set as the safety depth.
These facts are shown schematically in the following illustration.
D Chart zero
(Nigh isplay: Safety depth
t col
ours Shallow contour
)
Blue
Grey Safety contour (input value)

ish- Safety contour (value, existing in the vector
blue
chart, see remarks on page 82)
Dark Deep contour
gr ey
Blac
k
Non-navigable area Navigable area
Input of the Depth Values

CHART SETTINGS
These settings are made in the CHART SETTINGS dialog
DEPTH CONTOUR
DEPTH CONTOUR: In the CHART menu, click with MORE on DEPTH SHADES FOUR
the CHART SETTINGS button and then click (with DO) on
SHALLOW CONTOUR 5m
DEPTH CONTOUR.
SAFETY DEPTH 8.00 m
The input of the numerical values is performed after clicking on SAFETY CONTOUR 10 m
the relevant fields. In this connection, the following must be DEEP CONTOUR 20 m
noted: CONTOUR LABELS SAFETY
SHALLOW CONTOUR: Value smaller than safety contour
HELP
SAFETY DEPTH is the draught plus a reserve of (for example)
2m MORE CLOSE
SAFETY CONTOUR: Value larger than safety depth
DEEP CONTOUR: Value larger than safety contour
These relationships are illustrated on the screen by a graphic when the HELP button is pressed in the
DEPTH CONTOUR dialog.
☞ If a value that does not fulfil these conditions is entered, the input field is shown with a yellow back-
ground. By clicking on this field with MORE, the reason for this is indicated.
☞ The coloured areas set in this way can only be formed from the depth areas contained in the vector
chart, i.e. from areas representing a certain depth range. Since their minimum and maximum values
are normally formed from depth values that are also commonly utilized in paper charts as depth
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contours, such values should also be used for the settings. If a value is entered which is not defined
in the vector chart as an area boundary, the displayed contour runs along the next deeper boundary
that is available in the vector chart. In the DEPTH CONTOUR dialog, the values that are entered
continue to be displayed.
☞ The input of these four values can also be performed on any other CHARTPILOT and on any
MULTIPILOT of the system. This value is automatically equalised system-wide (with the exception
of values displayed in fields with a yellow background); the last input is valid.
If the DEPTH SHADES field is set at TWO, the navigable areas 1. DO
are displayed in black and the non-navigable areas are displayed
in blue. If FOUR is selected there, the differentiation described DEPTH SHADES FOUR
above between the shallow contour and the deep contour takes TWO
2. DO FOUR
effect.
Displaying the Depth Values of the Contours

The indication of the depth values for the depth contours being 1. DO
displayed can be switched on/off. The setting procedure: In the
DEPTH CONTOUR dialog, click on the CONTOUR LABELS field CONTOUR LABELS NONE
NONE
and then click on the desired selection.
SAFETY
2. DO
NONE: No depth values are shown at the depth contours. ALL
SAFETY: Only the depth values of the safety contour are shown.
ALL: The depth values of all depth contours up to 100 m that are available in the vector chart are
shown. 1)
☞ The boundaries of the chart areas are almost always indicated by means of depth contours. Unlike
what might be expected, these are often not continuous lines. Interruptions in the depth contour
appear as gaps. For the safety contour, these gaps are closed by the program of the ECDIS. This
is done even when depth areas with different boundary depths are used over the range of the safety
depth. In such a case, various depth values are shown along the safety contour. Wherever they are
shown, they correspond to the depth value defined there in the vector chart.
Optimum Setting for Radar Video Observation with the Electronic Chart Switched On in Chart
Radar Mode
- Display as few texts as possible (TEXT LABELS = OFF or FEW).
- Displaying only the necessary objects (CATEGORY = BASE is recommended).
- Choose symbols with transparent areas (SYMBOLS = PAPER CHART).
- Display of the area contours only (AREAS FILLED = OFF).
- No marking of official changes of the ENC (HIGHLIGHT OFF. UPDATES = NONE).
- Display of the area contours only (AREAS FILLED = OFF).
- Displaying only the actual objects (i.e. DATE DEPENDING OBJECTS = WITHIN EFFECTIVE
DATES).
- All settings of the CHART SETTINGS dialog VISIBILITY OPTIONS switched to OFF.
- The Grey mode (see page 34) might produce an improvement in the display.
1) Therefore also of the depth contours that are not at the same time shallow contours, safety contours or deep contours.
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3.12.2 Settings when Raster Charts are Used (ECDIS Mode only)
The display of the User Chart Objects and of the AIS Aids-to-Navigation is also possible together with
raster charts.
Settings of the User Chart Objects

When raster charts are displayed, the following is applicable for the setting of the User Chart Objects:
- Areas are filled always (AREAS FILLED = ON - see page 77)
- The setting of CATEGORY (page 77) and VISIBILITY GROUPS is ignored. The function IGNORE
SCALE MINIMUM (page 81) continues to take effect. Thus, all User Chart Objects which are
provided for the selected scale are displayed.
- The setting TEXT LABELS ON/OFF (page 77) continues to take effect for the texts of the User Chart
Objects, of the AIS Aids-to-Navigation, of the event markers and of the position fixes.
- As the symbol presentation (page 79), PAPER CHART is used.
Settings of the Raster Charts

CHART SETTINGS
The special setting possibilities which exist for raster charts are RASTER CHART OPTIONS
summarised in the CHART SETTINGS dialog RASTER CHART
SHADE NON-ACTIVE AREAS
OPTIONS.
UPDATED CHART REGIONS
Opening the RASTER CHART OPTIONS dialog: In the CHART AUTO SCALE
menu, click with MORE on the CHART SETTINGS button and
then click (with DO) on RASTER CHART OPTIONS.
MORE CLOSE
With the more button it is possible to select

the other available CHART SETTINGS
Marking the Chart Region which is Not the Active One Dialogs.
If a chart has plans, then only the main part of the chart or a plan
can be active. 1) The non-active parts can be covered over with a DO
SHADE NON-ACTIVE AREAS
white pattern of dots, so that they can only be seen unclearly.
With the button SHADE NON-ACTIVE AREAS, this function can
be switched on and off.
It is recommended that this function be switched on.
Marking of Changed ARCS Chart-Regions

The areas of the raster chart which were changed by an update
(performed on the CHARTPILOT) can be displayed with a black DO
UPDATED CHART REGIONS
rectangular frame. This display is switched on and off with the
button UPDATED CHART REGIONS.
1) This means that own ship is situated in the active part, and that the scale of the active part is displayed. In the entire chart area, this scale
is applicable for the cursor position and for the objects inserted by the MULTIPILOT, such as tracks and targets - see also the Operating
Instructions of the CHARTPILOT.
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Specifying Automatic Switch-Over of the Chart Scale

By switching the AUTO SCALE function on, it can be ensured
that the region situated ahead of own ship is always displayed DO
AUTO SCALE
with the largest scale that is available on the selected chart in the
form of plans - see also the Operating Instructions of the CHART-
PILOT.
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3.13 Setting the Display of the Map Objects (Radar Mode) Operating Instructions
3.13 Setting the Display of the Map Objects (Radar Mode)
In the Radar mode, it is possible to display a map which was edited previously on this radar indicator
(according to Section 17) or which was transferred from another item of equipment in the system
(according to Section 49.5).
The map can be used as a very simplified replacement of the chart display in combination with the Radar
mode; the edited map data do not have any connection to the chart stored on the hard-disk.
The map can contain lines (for land contours, channel limits etc.)
and symbols (for buoys, beacons, wrecks). The symbols used MAP
are listed in Section 17. The symbols can be displayed either in MAP
Outline mode, in Paper Chart mode or in Simplified mode,
whichever is selected. AIS AIDS-TO-NAV
The necessary settings are made in the MAP menu:

MAP SYMBOLS
Switch over to Radar mode, and open the MAP menu by clicking SIMPLIFIED
on the MAP button.
EDIT MAP...
Switching the Display of the Map On/Off
In the MAP menu, click on the MAP button.
DO
☞ As long as the EDIT MAP Dialog remains open (see page MAP
177), the display of the map cannot be switched off.
Switching the Display of the AIS Aids-to-Navigation and Base Stations On and Off
AIS Aids-to-Navigation and base stations can be displayed in DO
Radar mode also 1). Their display is switched on and off in the AIS AIDS-TO-NAV
MAP menu by clicking on the AIS AIDS-TO-NAV button.
Defining the Symbol Presentation

As described on page 177 for the chart objects, the symbol pres-
1.DO
entation of the map objects can be set in Radar mode also. In
addition to PAPER CHART symbols and SIMPLIFIED symbols, it
MAP SYMBOLS
is possible here to select OUTLINE symbols. They are similar to OUTLINE
the PAPER CHART symbols, but they have no filled areas and OUTLINE
are therefore particularly suitable for radar observation. PAPER CHART
SIMPLIFIED
The setting procedure: In the MAP menu, click on the MAP 2.DO
SYMBOLS field and then click on the desired presentation.
1) see page 76
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Operating Instructions 3.14 Adjusting the Chart or Map to the Radar Video
3.14 Adjusting the Chart or Map to the Radar Video
If the majority of the symbols of the electronic chart or map are displaced relative to their radar echoes
of these targets, it can be assumed that the position transferred from the selected position sensor is incor-
rect. 1)
If no position data having greater accuracy are available, then the electronic chart together with the User
Chart Objects and the map can be shifted in such a way that symbols and the associated echoes coin-
cide. This correction is described on page 104.
☞ Rotation of the entire video relative to the map indicates that the heading value is incorrect. The
cause of this might be a faulty compass, or else non-synchronous transfer of the course (for synchro-
nisation of the course transfer, see page 98). However, errors of this kind also occur also if the
compass system does not perform a speed error correction or no dynamic correction; these faults
should then be corrected in the compass system, if possible.
3.15 Setting the Display of the RDF Target Bearing
If there is a radio direction finder (RDF) connected, the bearing determined by the RDF can be displayed
as a dotted line starting at own ship's symbol.
Switching the Display of the RDF target bearing On/Off

2.DO MENU
Click on the MENU button. Then, in the DISPLAY SETTINGS DISPLAY SETTINGS
menu, click on the RDF button.
3.DO
☞ The RDF button is only available, if a RDF is connected to RDF
the radar system.
3.16 Brief Suppression of the Entire Synthetics
So that a video signal which has a synthetic image (e.g. a target symbol) super-
DO
imposed on it on the PPI can be assessed more satisfactorily, the display of the
entire synthetics can be suppressed. This occurs for as long as the DO key is SYNTH OFF
kept pressed on the SYNTH OFF button or on the SYNTH OFF key.
or
SYNTH
OFF
1)
If symbols of the User Chart Objects or the symbols of the map are displaced relative to their radar echoes of these targets, it must also
be considered whether the positions of these symbols have been entered incorrectly.
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3.16 Brief Suppression of the Entire Synthetics Operating Instructions
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MULTIPILOT 4 Setting the Radar Function
Operating Instructions 4.1 Radar Function On/Off, Interswitch Functions, Master/Slave Switch-Over
4 Setting the Radar Function

◆ Switching the radar function on
◆ Transceiver selection
◆ Defining the master/slave function
◆ Switching the radar function off (switching to stand-by)
◆ Setting the radar signal:
- Tuning the frequency (TUNE)
- Input amplification (GAIN)
- Sea clutter suppression (SEA)
- Rain clutter suppression (RAIN)
- Clean Sweep function
- Interference rejection (IR)
- Pulse length
◆ Selection of antenna revolution rate
◆ Suppression of synthetics and video
◆ Special radar-settings HSC
4.1 Radar Function On/Off, Interswitch Functions, Master/Slave Switch-Over
On any radar indicator, any transceiver of the system can be switched to act as the master 1). On the
master indicator, the radar is operated completely, i.e. both the transmitter side and the receiver side.
Any radar indicator can also be switched to act as a slave of any transceiver that is operating 1). On the
slave indicator, most of the functions on the reception side can be set independently of the master 2).
Switch-On of Radar Operation

DANGER:
At the instant of switch-on of the radar function, the antenna begins to
rotate and the emission of high frequency radiation 3) is started. In the
case of multiple installations, it can also happen that, instead of the
expected antenna, a different one begins to rotate. Therefore, it must be
ensured beforehand that the antennas can rotate freely and that there is
nobody present close to the antenna turning circles.
The radar transceiver selected last is switched to radar operation by 1.DO

clicking into the transceiver field and then clicking on the transceiver
TX/RX STBY --
designation that is displayed. 1(X) ON
2.DO
1)
This switch-over is not possible in ECDIS mode.
2) Tuning, sea clutter suppression, pulse length (and also the antenna revolution rate) are defined only on the master indicator.
3) For the danger posed by high frequency radiation, see page 4.
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4 Setting the Radar Function MULTIPILOT
If the selected transceiver was already running in radar operation mode, the result is that the indicator
being operated becomes the slave indicator. 1)
If some other transceiver is to be switched on, this is done as follows:
Selecting a Radar Transceiver

If you click into the transceiver field with the MORE key, the numbers of 1.MORE
the installed transceivers are listed, together with the information as to
TX/RX 1(X) SP
whether they are X-Band or S-Band transceivers and a statement of the 1(X) MAIN
antenna position 2). By clicking, you can specify which transceiver is to 2.DO
2(S) MAIN
be operated from that indicator. 3(X) BOW
4(X) STERN
If the transceiver on which you have clicked is not yet in radar operation
mode, this action switches it into radar operation mode and the indicator
being operated becomes the master indicator.
If the transceiver on which you have clicked was already in radar operation mode, this action switches
the indicator being operated so that it acts as a slave indicator of that transceiver.
Switching a Slave Indicator so that it Becomes the Master 1.DO
On the slave indicator, click into the transceiver field and then click on TX/RX 1(X) SP
MASTER. TX OFF
MASTER
2.DO
As a result, the previous master indicator becomes a slave.
Switching the Indicator to Stand-By Mode 1.DO
Click into the transceiver field, and then click on TX OFF. TX/RX 1(X) SP
2.DO
TX OFF
MASTER
Switching the Transceiver into Stand-By Mode
If the last indicator which is switched to the transceiver is switched into
Stand-By mode, this action switches the transceiver too into Stand-By
mode.
USEFUL INFORMATION
Danger Posed by High Frequency Radiation

There is no international agreement about the danger posed by high frequency radiation of the kind
produced by the radar antenna. In most countries, a radiation density exceeding 100 W/m2 is considered
to be dangerous; in some countries, values over 10 W/m2 are regarded as not being completely safe.
The distances from the various antennas at which the radiation density is 100 W/m2 and 10 W/m2 are
stated on page 3.
☞ The rotation of the antenna is monitored. If, because of a defect or the use of the antenna safety
switch, the antenna stops rotating, the transceiver is automatically switched off.
1) A slave indicator is marked as such by the entry SLAVE behind the TUNE field.
2) The designations of the antenna positions can be freely edited at service level.
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Operating Instructions 4.2 Basic Setting of the Radar Video
4.2 Basic Setting of the Radar Video
So that radar targets can be detected with certainty, an optimum setting of the TX/RX 1(X) SP HSC
radar video is of fundamental importance. TUNE
WARNING: GAIN
RAIN
Especially in the case of heavy rain and/or a rough sea, it
SEA
is essential that the setting be adapted by trained
CLEAN SWP
personnel so that it is suitable for the situation. MEDIUM
In the following, there is a description of how to set the video of a radar IR
correctly on the master indicator. Only after these settings have been made VE
on the master indicator can activated slave indicators too be set in the same
way (parameters that cannot be set on slave indicators are pointed out). 1)
1. Select the 12 NM display range.
2. Tuning (adjustment of the frequency) (can be set on the master indi- 1.MORE
cator only)
TUNE
WARNING: 2.DO
AFC
An optimum tuning is not only important for a clear visual
display of the targets on the video but is also a necessary
TUNE AFC
prerequisite for the ARPA functions.
Automatic tuning: With the MORE key, click into the TUNE field; then
click on AFC (Automatic Frequency Control).
☞ If two X-Band or two S-Band systems are being operated simulta-
neously, disturbance of automatic tuning might occur (if it is being
used). In such cases, manual tuning is appropriate.
Manual tuning: Click into the TUNE field. As a result, in addition
2.
a setting bar is displayed. With the trackball, set the display bar of
the TUNE indication to its maximum value and press the DO key. TX/RX 72 %
☞ In the case of manual tuning, the length of the bar in the TUNE 3.DO
TUNE field corresponds to the amplitude with which the input 1.DO
signal is available for signal processing. Observe more than or

one antenna rotation to find the maximum.
On the keyboard, manual tuning is performed by turning the
TUNE knob. 2) TUNE
3. Gain (input amplification)

1.DO
Switch off the Clean Sweep function (see page 93). Click into the GAIN 2.
field, and increase the value with the trackball until slight noise is visible
GAIN 27 %
on the PPI. Then reduce the value a little until the noise has just disap-
3.DO
peared, but not more. Then press the DO key. Switch on the Clean
Sweep function again and, if necessary, increase the gain a little (up to or
100% for a favourable sea state).
☞ With the Clean Sweep function activated, the change in gain only
has an effect after several revolutions of the antenna. GAIN
☞ On the keyboard, manual tuning is performed by turning the GAIN

knob. 2)
1) In ECDIS mode, only those settings are possible that can be performed with the radar keyboard (if a radar keyboard is installed).
2) If the automatic function is switched on, it is automatically switched off when the corresponding rotary knob is operated.
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4. Select the desired display range.

5. Anticlutter Sea (sea clutter suppression)
With anticlutter sea, the input amplification at close range is reduced depending on the distance.
WARNING:
In the case of anticlutter sea values that are too large, weak targets can
be lost, especially at close range.
If the sea is very rough, it can be expected that radar targets which only
produce weak reflections will remain undetected, even if the setting is
correct.
Manual suppression of sea clutter: Click into the SEA field and set
the value with the trackball so that the clutter caused by a rough sea
is as weak as possible but radar targets are still clearly visible. Then 1.DO 2.
press the DO key.
☞ If the Clean Sweep function is switched on, the radar requires
SEA 80 %
3.DO
several revolutions of the antenna in order to adjust itself to
changed anticlutter sea values. Therefore, any large changes or
should only be made slowly (step by step).
On the keyboard, manual tuning is performed by turning the SEA
knob. 1) SEA
Automatic suppression of sea clutter: With the MORE key, click into 1.MORE
the SEA field, and then click on AUTO.
SEA
☞ The automatic anticlutter sea function has the advantage that the AUTO
2.DO
clutter values taken into account in the upwind direction are
different from those taken into account in the downwind direction.
To check the display of very small target-echoes, it is necessary SEA AUTO
to switch over to manual operation.
6. Anticlutter Rain (suppression of rain clutter)
WARNING:
In the case of heavy rain, snow and hail, it can be expected that, even if
the setting is correct, radar targets which only produce weak reflections
- especially targets situated behind a strong rain front - will remain unde-
tected. Such targets can appear suddenly when leaving the rainy area.
Manual suppression of rain clutter: Click into the RAIN field, and set 2. 1.DO
the value with the trackball so that the boundary of the rainy area is
clearly visible and the clutter in the region behind it is as weak as RAIN 20 %
possible. However, radar targets should still be clearly visible. Then 3.DO
press the DO key.
☞
or
If (on the open sea) there are no radar targets available, set the
rain clutter suppression function so that the boundary of the rainy
area is clearly visible and the clutter in the region behind it is as RAIN
weak as possible.
On the keyboard, manual tuning is performed by turning the RAIN 1.MORE
knob. 1)
RAIN
Automatic suppression of rain clutter: With the MORE key, click AUTO
2.DO
into the RAIN field, and then click on AUTO.
RAIN AUTO
1) If the automatic function is switched on, it is automatically switched off when the corresponding rotary knob is operated.
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☞ The automatic anticlutter rain function has the advantage that it takes place individually for
regions with widely differing precipitation.
To check the display of very small target-echoes, it is necessary to switch over to manual oper-
ation.
When the automatic anticlutter rain function is switched on, the Clean Sweep mode HIGH is
activated. As soon as a different Clean Sweep mode is selected, the automatic anticlutter rain
function is deactivated.
7. Clean Sweep
In addition to the anticlutter sea and anticlutter rain settings already described, individual adaptation
to the various environmental conditions is possible with the aid of the Clean Sweep function.
When the Clean Sweep function is switched on, scan-to-scan correlation always takes place addi-
tionally. This performs a comparison between the sets of radar information from several revolutions
of the antenna, and suppresses non-correlating signals.
WARNING
When the Clean Sweep function is running, the scan-to-scan correlation
might have the result that small, fast-moving targets and that Racon
codes are displayed with reduced intensity or might be suppressed.
Switching the Clean Sweep function on and off: Click on the
CLEAN SWP
CLEAN SWP field. DO
OFF
LOW
Selecting the Clean Sweep mode: Click on the CLEAN SWP field
with the MORE key, and then click on the desired mode (with the DO
key). 1.MORE CLEAN SWP
☞ After changing the Clean Sweep setting, it might be necessary to
2.DO LOW
LOW
adjust the gain setting. MEDIUM

HIGH
An active automatic anticlutter rain function is deactivated when-
ever the LOW or MEDIUM mode is selected or when the Clean Sweep mode is switched off.
By means of the three available Clean Sweep modes, the video presentation can be improved to
suit the given situation:
LOW
Near your own ship 1), extremely small target-echoes (which would otherwise only be the size
of a single pixel) are enlarged to such an extent that, if observed carefully, they become visible.
Use:
- In harbours, fjords, canals, coastal areas and other voyage regions having large land
masses in the immediate vicinity
- On the open sea in good to medium weather conditions
MEDIUM
1. Echoes from targets which are situated near your own ship are displayed in more enlarged
form; see also page 188.
☞ If the echoes are too small, set the pulse length to LP.
2. An adaptive anticlutter sea function is switched on additionally (optimised for the display of
single targets). As a result of this function, the decluttering of regions with widely differing inten-
sities of sea clutter takes place individually.
Use: On the open sea in all weather conditions, particularly for fast vessels
1) Up to a distance of one third of the selected range
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HIGH
Same as MEDIUM. Particularly good results in the case of long pulse operation.
Use: On the open sea in all weather conditions
WARNING
In the Clean Sweep mode HIGH, particularly small, fast-moving targets
are displayed with reduced intensity or might be suppressed.
8. Interference Rejection (IR) IR
Interference caused by other radars (see page 190) can usually be
DO
eliminated by switch-on of the interference rejection function. This func-
coloured
tion is switched on and off by clicking on the IR button. IR
9. Video Emphasis VE
Strong video signals can be accentuated optically by switching on the DO
Video Emphasis function. This function is switched on and off by coloured
VE
clicking on the VE button.
10. Pulse length
TX/RX 1(X) SP
After switch-over to a smaller display range, check whether a better
display is obtained by switching to a different pulse length. Switching is DO
done by clicking on the pulse length field (SP = Short Pulse, LP = Long
TX/RX 1(X) LP
Pulse) (see page 194).
11. Orientation values for settings on the open sea
Up to sea state 3 - 4, no rain
Gain 90% - 100%
Anticlutter sea 20%
Anticlutter rain 30%
Clean Sweep MEDIUM or HIGH
Interference rejection On
Pulse length SP
Up to sea state 3 - 4, rain medium to heavy
Gain 85% - 95%
Anticlutter sea 20%
Anticlutter rain 50% - 60%
Pulse length SP or LP
Sea state 6 - 9, with rain
Gain 80% - 90%
Anticlutter sea 30% - 50%
Anticlutter rain 40% - 50%
Pulse length LP
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Operating Instructions 4.3 Selection of the Antenna Revolution Rate
4.3 Selection of the Antenna Revolution Rate
In order to increase the update rate of the radar video, the antenna grey = normal revolution rate
revolution rate can be doubled 1).
TX/RX 1(X) SP HSC
Switch-over is achieved by clicking on the HSC button (HSC = High
Speed Craft; "HSC on" = doubling of the antenna revolution rate).For DO
technical data see table on page 194.
TX/RX 1(X) SP HSC
☞ A disadvantage of the high revolution rate of the antenna is the
unavoidably higher rate of wear and tear on the antenna coloured = high revolution rat
gearbox.
4.4 Radar Setting for High Speed of Own Vessel (HSC)
1. Switch-on the high antenna revolution rate with the HSC button
2. To prevent blurring of the video, the mode "TM mode" and "North-Up" or "Course-Up" should be
switched on.
3. To reduce the risk of loss of target, the Clean Sweep function must be switched off. The risk of loss
of target is also increased by fast course-manoeuvres performed by own vessel.
4. Target tracking must already begin at long range. In this connection, it must be noted that the target
data are correspondingly less accurate - see D i s t o r t i o n s o f t h e R a d a r V i d e o on page 188.
4.5 Display of Racon Codes and SART Detection
Please refer to chapter 20 for details.
4.6 Special Radar Features in ECDIS Mode
Because in ECDIS mode the IMO standards that are applicable for radars are not (or cannot be) complied
with, in ECDIS mode the MULTIPILOT is not approved as a radar. In situations in which a radar has to
be operated, at least one other radar indicator must be switched on or the ECDIS mode must be discon-
tinued.
On switching over to ECDIS mode, the radar functions that are set remain unchanged. The radar and the
radar keyboard continue to function.
The buttons that are present in Chart Radar mode for operating the radar are not available. However,
because the radar keyboard continues to function, the tuning and the settings of gain, anticlutter sea and
anticlutter rain are possible as described in Section 4.2.
The video is not yellow but green, and is displayed in the PPI only. The display of the video can be
switched on and off for long periods.
When a raster chart is selected for the display, this suppresses the display of the video 2).
1)
If the appropriate antenna gearbox is installed. Switching over is possible if the HSC button is present. In ECDIS mode, switching-over is
not possible.
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4.6 Special Radar Features in ECDIS Mode Operating Instructions
2) The radar and the radar keyboard continue to function.
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MULTIPILOT 5 Heading, Speed, Position
5 Heading, Speed, Position

◆ Function of the Sensor Master
◆ Synchronisation of the gyro compass (set gyro function)
◆ Selection of the speed sensor
◆ Specifying whether speed through the water (STW) or speed
over ground (SOG) is to be used
◆ Input for the Reference Target Speed mode
◆ Manual input of speed, drift and set
◆ Selection of the position sensor
◆ Manual correction of the position
◆ Sensor monitoring
CAUTION:
The right choice of navigation sensors, the right setting of the navigation
data and a continuous overview of the status of the selected navigation
sensors are very important for safe navigation.
If the TRACKPILOT is in a steering mode 1) the settings of the navigation sensors described in Section
5.2 to Section 5.4 can be made only on the radar indicator which is the TRACKPILOT Master (for
TRACKPILOT Master, see page 269).
5.1 Sensor Master
All available data of the navigation sensors enter the system via the interfaces of the radar indicators
(RADARPILOT, CHARTRADAR, MULTIPILOT). Redundant sensors are connected to various radar indi-
cators. All electronics units of the NACOS are connected to one another via data bus systems.
One of the radar indicators performs the tasks of the Sensor Master. There, all data of the navigation
sensors that are connected to the various radar indicators come together via the data bus system. The
Sensor Master is monitoring the navigation sensors selected by the operator.
The sensor monitoring described in Section 5.5 takes place there, as well as the computation of the addi-
tional or missing system (navigation) data, if possible. In the case of redundant sensors (e.g. various posi-
tion sensors, various logs), the operator defines the sensors that are to be used by the entire system.
Every selection of navigation data or navigation sensors that is made on any indicator of the system is
implemented by the Sensor Master.
The system data that is determined in this way is made available to all indicators of the system via a data
bus system.
At service level, it is specified which radar indicators can operate as Sensor Master. The program auto-
matically selects one of these indicators as the Sensor Master, for example the radar that was switched
on first. If the indicator that is defined as the Sensor Master fails, or if a connected item of equipment
1) For steering modes see page 255.
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5 Heading, Speed, Position MULTIPILOT
5.2 Compass Operating Instructions
detects errors in the data traffic that is taking place with that indicator, then another indicator automatically
takes over the function of the Sensor Master in order to restore the complete system functionality. The
alarm SENSOR MASTER CHANGED appears on the indicator that has become the new Sensor Master.
The switch-over to create the new Sensor Master can also be performed manually:
Display of the Sensor Master Status and Switch-Over 1.DO

MENU
Radar indicators which can perform the Sensor Master func-
tion have the button SENSOR MASTER in the UTILITIES
menu. By clicking on this button, the indicator is defined as the MENU
2.DO
Sensor Master. UTILITIES
In the case of the indicator which is the Sensor Master, this 3.DO SENSOR MASTER
button is coloured, but insensitive.
5.2 Compass
For the transfer of the heading information, a technique is often used which transfers heading changes
only, and not the absolute value. Therefore, in such cases, after switch-on of the radar system and after
failure of the signal transfer, the synchronism of the heading transfer process must be checked and, if
necessary, corrected.
Display of the Heading Value Used

DO
The heading value currently being transferred from the

compass and used in the entire radar system is displayed in the HDG 45.6 ° GYRO
HDG field.
Synchronisation of the Heading Transfer

1 2 3
Click on the HDG field and, with the virtual keyboard, enter the 4 5 6
value displayed by the gyro compass.
☞ If the ship is yawing, click on the OK button of the virtual keyboard when the heading displayed on
the compass has the same value as the value entered on the virtual keyboard.
If the course transfer takes place by means of a serial interface (e.g. according to IEC 61162), the
heading value cannot be changed.
5.3 Speed Sensor
There may be several speed sensors connected to the radar system. One of them has to be chosen. In
the case of speed sensors which transfer the longitudinal speed only, the drift and set can be entered
manually. As an alternative to selection of a speed sensor, it is also possible to input the speed manually,
if necessary. If fixed ARPA targets are available, the speed can be determined by Reference Target
Tracking.
☞ The speed sensors also include position sensors which transfer not only the position but also the
speed and course made good. Compared to the present-day state of the art, they generally do not
meet the IMO Performance Standards for SDME (Speed and Distance Measuring Equipment).
Therefore, they might not be configured in the system, and so it might not be possible to select them
for speed input.
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Operating Instructions 5.3 Speed Sensor
Display of the Speed Data Used

In the SPD line, the speed data used in the system are SPD 19.3 kn BT LOG1
displayed: longitudinal speed, Bottom Track / Water Track
status, and the selected sensor.
☞ If the longitudinal speed is computed taking account of data that are entered manually (e.g. set and
drift), the value has a yellow background.
Selection of the Speed Sensor

1.DO
1. Click on the speed sensor field. The list of speed sensors
appears. 1) SPD 19.3 kn BT LOG1
MAN
2. Preselect the desired sensor by clicking. The data trans- 2.DO
GPS1
ferred from this sensor are then displayed in the Multidis- GPS2
LOG1
play. 2) LOG2
3. Check the sensor data for plausibility. REF TGT
3.(check)
Check the supplementary values which might be suggested
by the system (depending on the type of sensor prese- GPS2
SPEED
lected - see below). 3)
VALID VALUE
4. The sensor is selected by clicking on the SELECT button.
☞ If a different sensor is to be preselected, this can be
DGPS ONLY
COG 317.4 °
done in the Multidisplay after clicking on the displayed
SOG 19.1 kn
sensor.
☞ By clicking on the CANCEL button, the sensor previ- SELECT CANCEL
ously selected remains selected; values entered in the 4.DO
Multidisplay are not taken over.
Settings Depending on the Sensor Type
Dual-axis Logs, e.g. SAM 4683 SPEED LOG1

The longitudinal speed measured is displayed behind SPD , BOTTOM TRACK
and the transverse speed measured is displayed behind WT BT
SPD . The triangles point in the direction of movement. If the SPD 19.2 kn 18.9 kn
speeds are measured both through the water and over ground, SPD 1.50 kn 1.23 kn
these data are also displayed.
If WT data (speed through the water) and BT data (speed over ground) are both available at the same
time, the data whose field is marked in colour are used. Switching over is done by clicking on the WT or
BT field; if the TRACKPILOT is in a steering mode, this is possible only on the TRACKPILOT Master.
If WT data are in use (sea stabilization), the speed through water does only reflect the leeway produced
by the wind (not the current).
1)
If there are several sensors of the same type connected to the system, they are each given a sequential number in addition to the statement
of sensor type.
2)
The display indicating whether the speed displayed is over ground or through the water depends on the sensor:
- COG/SOG or SPD + BOTTOM TRACK = speed over ground
- SPD + WATER TRACK = speed through the water.
3)
The supplementary values suggested are computed by the system in such a way that, when they are taken over, no change occurs in the
longitudinal and transverse speeds.
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5.3 Speed Sensor Operating Instructions
Single-Axis Logs, e.g. Consilium R1 (a)

SPEED LOG2
The longitudinal speed measured by the preselected log is
displayed behind SPEED. WATER TRACK
The SET and DRIFT values displayed as a suggestion have SPEED 19.2 kn
been selected such that, together with the longitudinal speed SET 300.0 ° DRIFT 1.50 kn
measured by the preselected log, the same speed vector is 2.DO 1.DO
obtained as the one used previously.
Manual input takes place after clicking on the DRIFT or SET
1 2 3 1 2 3
field with the virtual keyboard. 4 5 6 4 5 6
IMPORTANT
If it is required to use the original speed data without set and drift, the
drift value must be set to zero.
☞ If a drift value (not equal to zero) is entered, the log, as soon as it is selected, is interpreted as being
in Bottom Track mode. If the previously selected sensor measured the speed through the water (two-
axis log in WT mode), the values must be corrected to take account of the effect of the existing
current.
☞ Check continuously the correctness of the used drift values to avoid a wrong speed vector being
displayed and used by the system.
Sensors which Determine the Speed from Position Data, e.g. GPS, Reference Target Tracking
The status transferred from the sensor is displayed.
SPEED DGPS
The measured course over ground is displayed behind COG,
and the measured speed over ground is displayed behind SOG. VALID VALUE
DO*
If a DGPS receiver is selected, it can be specified whether the DGPS ONLY
received speed is only to be used when the receiver is operating COG 317.4 °
in Differential mode: SOG 19.1 kn
If the speed data of a DGPS receiver operating in GPS *Usability of DGPS ONLY button can be
mode (i.e. if Differential mode is not possible) are not to be restricted on service level !
used, the function DGPS ONLY must be switched on. 1)
If the speed data are to be used even when the Differential mode has failed, the function DGPS
ONLY must be switched off. 1)
Manual Input of Speed (MAN)

SPEED MAN
Behind SPEED, the longitudinal speed currently known to the
system (from the speed sensor selected previously) is entered; VALID VALUE
if necessary, change the value with the virtual keyboard after
SPEED 19.2 kn
clicking on the SPEED field.
SET 300.0 ° DRIFT 1.50 kn
For the set and drift, the same applies as for the single-axis log
- see above.
1) As a result, the optional DGPS ONLY button situated in the display of the position sensor data is also switched over.
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Operating Instructions 5.4 Position Sensor and Reference Selection
5.4 Position Sensor and Reference Selection
There are often several position sensors connected to the system. One of them has to be selected. As
an alternative to selecting a position sensor, it can - if necessary - also be specified that the system posi-
tion is to be determined on the radar by dead reckoning (EP = Estimated Position) using the gyro heading
and the speed data of the selected speed sensor.
After the position sensor has been selected, the accuracy of the position data must be checked continu-
ously. Constant errors in the transferred position can be compensated manually.
General Remarks about Position Data

On the radar, it is basically necessary to distinguish between the following positions:
1. The position of the Consistent common reference point: The display is shown in the position
display when the cursor is situated outside the PPI. "Consistent common reference point" is defined
as a location on the own ship to which all measurements such as target range, relative course, rela-
tive speed, own ship position are referred. Usually the Conning Position on the bridge, alternatively
the position of the radar antenna of the transceiver being operated.
2. Reference position for bearings and other data: All displays relating to own position (own ship
symbol, VRM/EBL, range/bearing of the cursor position, CPA/TCPA) refer to the selected
consistent common reference point (conning or radar). This is made clear in the position display
by the entry REF CON or REF RADAR.
3. Cursor position: The display is shown in the position display when the cursor is situated within the
PPI. This display indicates the absolute geographical position at the cursor and the bearing and
range to the selected CCRP.
All LAT/LON values are based on the geodetic datum "WGS 84".
☞ Important: Only position receivers may be connected to the radar system that output the position
values in the geographical reference system WGS 84 via an interface as per IEC 61162-1 1).
Selection of the Reference DO
Click on the reference field behind REF. The selected

reference change from CON to RADAR or vice versa. POS GPS1 REF CON
LAT 55:35.285 N COG 51.6 °
☞ The shown LAT/LON data represent the position of LON 008:36.437 W SOG 18.3 kn
the selected reference. The Radar position is marked – ––– –
ADJUST – – – – –
by a cross if the own ship symbol (see page 63) is
visible.
☞ If another reference than the Conning Position is in POS GPS1 REF RADAR
use, the reference indicator has a yellow background, LAT 55:35.285 N COG 51.6 °
indicating that the radar antenna is used as the refer- LON 008:36.437 W SOG 18.3 kn
ence instead of the default Conning Position. ADJUST – ––– – – ––– –
☞ If the radar antenna is used as the reference and the

display is in the off-center mode, it may happen that the reference position is displayed outside
the PPI, when changing the reference to CON. In this case VRM and EBL origin and parts of
the own ship symbol are situated outside the PPI and the bearing scale is shown incompletely.
This can be avioded by a new selection of the off-center position.
1) IEC 61162-1 largely corresponds to NMEA 0183.
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5.4 Position Sensor and Reference Selection Operating Instructions
Display of the Position Data Used

In the position display, the position data used in the system are
displayed: POS GPS1 REF RADAR
- Behind POS: the selected position sensor. LAT 55:35.285 N COG 51.6 °
- Behind LAT and LON: the own ship position. 1) LON 008:36.437 W SOG18.3 kn
- Behind REF: the selected reference CON or RADAR ADJUST – – – – – – ––– –
- Behind COG and SOG: the values of course and speed
over ground calculated for the selected reference1) that are
transferred from the position sensor.
- Behind ADJUST: the value of the manual position-correction in metres N/S and W/E,
☞ If a manual position-correction has been entered, the LAT and LON values have a yellow back-
ground.
Selection of the Position Sensor 1.DO
1. Click on the position sensor field. The list of the connected

position sensors appears. 2) POS GPS1 REF CON
LAT 55:35.285 N COG 51.6 °
2. Preselect the desired sensor by clicking. The position LON 008:36.437 W SOG 18.3 kn
received from this sensor, manually corrected if necessary ADJUST – – – – – – ––– –
(for correction of a constant position-error, see page 104),
is then displayed in the Multidisplay.
3. Furthermore, the bearing (BRG) and range (RNG) to the EP
INS
position determined by the sensor that has been called up GPS1
2.DO
are displayed in the Multidisplay. GPS2
Check whether the values displayed are plausible. 3.(check)
4. By clicking on the SELECT button, the sensor is selected.

POSITION GPS2
☞ If a different sensor is to be preselected, this can be
VALID VALUE
done in the Multidisplay after clicking on the displayed
sensor. DGPS ONLY
☞ By clicking on the CANCEL button, the sensor previ- LAT 55:35.085 N BRG 180 °
ously selected remains selected. LON 008:36.437 W RNG 0.20 NM
SELECT CANCEL
4.DO
*Usability of DGPS ONLY button can be

restricted on service level !
(See also page 103)
1) Data of the selected CCRP

2)
If there are several sensors of the same type connected to the system, they are each given a sequential number in addition to the statement
of sensor type.
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Using Dead Reckoning to Determine the Position

If there is no position sensor available, or if the data from the position sensor are invalid or faulty, the
only remaining possibility of determining the position is the dead reckoning method, using the gyro
heading, the data from the selected speed sensor, and the drift value if such a value is entered.
WARNING:
The accuracy of the dead-reckoned position (shownin the positon
display as: EP) must be checked continually. For safety reasons, an
available position-sensor must be selected as soon as possible. For limi-
tations concerning the TRACKPILOT see page 281.
☞ If EP position is used in combination with a water stabilized speed sensor input or a single axis log,
the calculated EP position is of poor accuracy.
The dead reckoning process is switched on in the same way as the selection of a position sensor - see
above. During this process, the "position sensor" EP (= Estimated Position) must be selected. The special
feature is that, if EP is preselected, the starting position displayed in the Multidisplay can be changed.
The dead reckoning process begins with this position after pressing of the SELECT button.
Specifying the Use of the GPS Mode

The DGPS ON button is only available if configured on service level.
In the case that a DGPS receiver is selected, it can optionally 1a.DO
be specified whether the received position is only to be used
when the receiver is operating in Differential mode. POS GPS1REF CON
1. By clicking of the position sensor field, display the position LAT 55:35.285 N COG 51.6 °
sensor data. LON 008:36.437 W SOG 18.3 kn
ADJUST – ––– – – ––– –
2. If the position data of a DGPS receiver operating in GPS
mode (i.e. if Differential mode is not possible) are not to be
used, the function DGPS ONLY must be switched on. 1)
POSITION GPS1
If the position data are to be used even when the Differen-
tial mode has failed, the function DGPS ONLY must be VALID VALUE
switched off. 2.DO*
DGPS ONLY
DGPS ONLY
LAT 55:35.085 N BRG 180 °
*Usability55:35.085
LAT N BRG
of DGPS ONLY 180
button can be °
Check of the Accuracy of the Position Data
restricted on service level !
In the PPI, any inaccuracy in the position data causes displace-
ment between
- the own ship symbol and the radar video on the one hand, and
- the tracks, the charts and the maps on the other hand.
The position used by the system is normally accurate enough if the symbols of the chart (or the symbols
of a map that may have been generated for this purpose) coincide with the videos of the radar targets
when the display range is set to a small value.
1) As a result, the optional DGPS ONLY button situated in the speed sensor data is also switched over.
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Correction of a Constant Position-Error (Position Offset)

If the displayed position is incorrect, the videos of fixed point-targets (e.g. buoys) do not coincide with the
chart symbols of these targets (or the symbols that are entered at the correct positions in a map). The
position error is corrected manually by making the video of a fixed target coincide with its chart/map
symbol:
1. Switch on a sufficiently small radar range.
2. Click on the ADJUST button. By flashing, the button indi- POS GPS1 REF CON
cates that the cursor in the PPI now has a special function. LAT 55:35.285 N COG 51.6 °
LON 008:36.437 W SOG 18.3 NM
3. Click on a map symbol whose radar echo is clearly recog-
ADJUST – ––– – – ––– –
nisable and identifiable.
DO
If the cursor is now moved, the distances of the cursor
position from the clicked symbol in the north/south and
east/west directions are displayed behind the ADJUST button. Furthermore, the direction and
distance of the cursor position (as seen from the clicked position) are shown at the cursor.
4. Click on the radar echo of the map symbol on which you have clicked. As a result, the correction
values displayed behind the ADJUST button (= position offset) take effect and is added to the posi-
tion of the sensor.
☞ The entire track and map synthetics move by an amount equal to the position offset. The posi-
tion offset that is entered continues to be displayed behind ADJUST. 1)
☞ In this way, each direction can be corrected by up to 999 m.1)
5. Check that the other symbols of the map too now coincide as well as possible with their radar
echoes. If necessary, processes 2 to 4 can be repeated on the basis of the position offset that exists
at that time.
☞ If the entire video has a rotational displacement relative to the chart or map, this indicates that
there is probably a compass error. Either the synchronisation with the compass system is inad-
equate (this must then be corrected – see page 98) or the compass system itself has a static
or dynamic course error. This should, if possible, be corrected in the compass system.
Deleting the Position Offset 1.MORE
The position offset is deleted automatically as soon as a

different position-sensor is selected. ADJUST 135 N 368 E m
2.DO
RESET ADJUST
The position offset is deleted manually by clicking on the
ADJUST button with the MORE key and by then clicking
RESET ADJUST with the DO key.
ADJUST ––– – ––– – m
1) If the EP position is being used, the position data are modified by an amount equal to the position offset. No limitation takes place.
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Operating Instructions 5.5 Sensor Monitoring
5.5 Sensor Monitoring
Optionally, the heading, speed and position of the selected sensors can be automatically monitored by
making a comparison with the corresponding data of redundant sensors. If a limit value is exceeded, an
alarm appears. You can specify whether the monitoring is to take place and how high the alarm limit
value is to be, and for heading and speed you can choose between several comparison sensors. For
position monitoring, it is also possible to decide whether the limit value is to be automatically adapted to
suit the sensor types that are being monitored.
The settings are made in the SENSOR MONITOR Dialog. Limit
This Dialog appears in the Multidisplay when, in the Monitoring mode
ALARMS menu, the SENSOR MONITOR button is clicked. Existing difference
Comparison sensor
Alternative for opening the Dialog: Click on the horn Monitored
symbol with MORE and then (with DO) on SENSOR sensor
MONITOR (see page 147).
SENSOR MONITOR DIFF LIMIT
Possible Monitoring Functions
Line 1 HDG MAG 7,4 M 30.0 °
Up to seven monitoring functions can take place simultane- Line 2 HDG COG DGPS 2.3 M 10.0 °
ously 1). For each monitoring function, the data are summa- Line 3 HDG COG INS1 2.5 M 10.0 °
rised in a line in the SENSOR MONITOR Dialog. Line 4 SPD BT LOG1 1.6 M 5.0 kn
Line 5 SPD SOG DGPS 0.8 M 3.0 kn
Line 1:Comparison of the heading between gyro and magnetic Line 6 SPD SOG INS1 0.9 O kn
compass
Line 7 POS INS1 35 M 500 m
Line 2:Comparison between heading of the gyro and COG of the CLOSE
selected position sensor 2)
Line 3:Comparison between heading of the gyro and COG of the

redundant position sensor
Line 4:Comparison of the speed between the selected speed sensor and the redundant 3) speed sensor
Line 5:Comparison between speed of the selected speed sensor and SOG of the selected position sensor2 )
Line 6:Comparison between speed of the selected speed sensor and SOG of the redundant position sensor2 )
Line 7:Comparison of position between the selected position sensor and the redundant3 ) position sensor2 )
Switching the Monitoring On and Off

1DO
Each monitoring function can be switched on (MANUAL or
HDG COG DGPS 2.3 O °
AUTO 4)) and switched OFF after clicking of the monitoring mode OFF
2.DO
field. MANUAL
☞ The fact that a monitoring function is switched off can be
recognised not only from the O (=OFF) in the monitoring mode
field but also from the fact that no limit is displayed and that
the appropriate field is not highlighted green.
1) A necessary prerequisite for this is not only that the necessary sensors are installed but also that the individual monitoring possibility is
switched on at service level.
2) If DGPS ONLY is available and switched on by the operator, only GPS receivers working in DGPS mode can be used as the comparison
sensor.
3) If there are several redundant sensors available, the best one is selected automatically.
4) AUTO for position monitoring only
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5.5 Sensor Monitoring Operating Instructions
Entering the Limit Value DO
For each monitoring function that is switched on, a limit can be

HDG COG DGPS 2.3 M 10.0 °
entered after clicking of the LIMIT field.
☞ The value that is entered last is stored, and re-appears if the
monitoring function is switched off and then on again. 1 2 3
4 5 6
Behaviour if the Limit is Exceeded

Each monitoring function generates an individual monitoring alarm if the limit is exceeded. These alarms
all end with ... DIFFER: MAGNETIC HEADING DIFFER, COG OF SEL. POSITION DIFFER and so on.
After pressing of the ACK button, the SENSOR MONITOR Dialog appears. There, the monitored sensors
and the comparison sensor for which a monitoring alarm occurs appear in red. To prevent the alarm from
appearing again, as soon as the SENSOR MONITOR Dialog is closed the cause of the alarm must be
eliminated (by raising the limit, or by switching the monitoring function off, or by selecting a different
sensor).
Failure of a Sensor which is being Monitored

Each monitoring function generates an individual monitoring alarm as soon as the signals of the sensor
used for monitoring are no longer available. They all end with ... LOST: MAGNETIC HEADING LOST,
COG OF SEL. POSITION LOST, and so on. As far as alarm acknowledgement is concerned, the same
remarks apply as for exceeding of the limit (remedy by selecting a different sensor, or by switching off
the monitoring function).
Taking Account of Drift and ROT in the HDG / COG Monitoring

If the speed is reduced and there is a drift, the difference between the heading of the gyro and the COG
of the position sensor (drift angle) increases.
If there are large ROT values, COG of the position sensor usually lags behind the heading of the gyro,
and this too causes an increase in the difference that is being monitored.
So that these two effects will not trigger any false alarms, only part of the actual difference between HDG
and COG is displayed and used as a criterion for the alarm output in these cases. The difference is then
displayed on a yellow background. If the ROT is very high 1) and if the speeds are very low 1), HDG /
COG monitoring does not occur.
Automatic Specifying of the Position Monitoring Limit

1DO
For position monitoring, AUTO mode too can be selected after
POS INS1 35 M 500 m
clicking of the monitoring mode field. OFF
MANUAL
In AUTO mode, the limit is automatically adapted to suit the types 2.DO
AUTO
of position sensors that are being compared.
☞ Switching on the position monitoring (AUTO or MANUAL) deactivates the position drift monitoring of
the TRACKPILOT - see page 293.
1) These limit values can be set at service level.
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MULTIPILOT 6 Bearing and Range
Operating Instructions 6.1 Cursor Display
6 Bearing and Range

◆ Measurement of bearing and range with the cursor display
◆ Measurement of range with the variable range marker (VRM)
◆ Measurement of bearing by means of the electronic bearing
lines (EBL's)
◆ Parallel indexing by means of parallel index lines (PI)
6.1 Cursor Display
The bearing and range of an object with respect to own ship can
most easily and quickly be read off on the cursor display: T CURS REF CON
LAT 55:35.285 N BRG 51.6 °
As soon as the cursor is situated in the PPI, the cursor position
LON 008:36.437 W RNG 18.3 NM
instead of the own ship position is shown in the position display.
ADJUST – – – – – – ––– –
T CURS (instead of POS) then appears in the position display.
Behind BRG (= bearing), the true bearing of the cursor position with respect to own ship is displayed, and
behind RNG (= range) the distance from own ship's position to the cursor position is displayed 1).
☞ If the gyro compass fails, the relative bearing is displayed behind BRG. This is indicated by the fact
that, instead of T CURS (T = true), the text R CURS (R = relative) appears in the heading of the
cursor display.
The manually-entered correction value which is taken into account in the displayed position of the cursor
(see page 104) is displayed behind ADJUST.
☞ The sailing time to the cursor position (TTG) and the time of arrival at the cursor position (ETA) are
displayed in the Quick Info box - see page 185.
6.2 Variable Range Markers (VRM)
The radar has two VRM, which can be adjusted independently of one another. With these markers, the
distance from own ship1) or (in conjunction with the EBL) the distance between two objects can be meas-
ured.
Switching the VRM On and Off VRM

A VRM that is switched on can be recognised from the fact that the distance 2.00 NM
is displayed in the VRM field. A VRM that is switched off is indicated by the DO
word OFF in the VRM field. VRM
OFF
The display of the VRM is switched on and off by clicking on the desired
VRM field.
☞ If the display range is reduced when the VRM is in the switched-on state, the VRM might be situated
outside the visible range. If you switch the VRM off and then on again, it returns to the visible range.
1)
REF = CON indicates that BRG and RNG are measured from the conning position, REF = RADAR indicates measurement from the
selected radar antenna.
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6 Bearing and Range MULTIPILOT
6.3 Electronic Bearing Lines (EBL) Operating Instructions
Setting the Distance

Click on the VRM graphics in the PPI, drag it to the desired distance (e.g. to the object whose range is
to be measured). The VRM is fixed by clicking again.
Operating by Means of the Keyboard

With the keyboard, only one of the two VRM's can be operated at any given time. EBL
The operating procedure is the same for both VRM's. The triangle in front of the 1 122.7 °
EBL field indicates the VRM whose keyboard operating function is currently 2 OFF
switched on.
For example, if the keyboard operating function is currently switched on for VRM
VRM1 VRM2
1, VRM 1 is switched on and off with the key VRM1 and is adjusted with the VRM
OFF OFF
knob. With the key VRM2, the keyboard operating function is switched over to
VRM 2.
VRM
6.3 Electronic Bearing Lines (EBL)
The radar has two EBL’s, which can be adjusted independently of one another. With these EBL's, the
bearing of an object with respect to own ship or the bearing between two objects can be determined.
Switching the EBL On and Off EBL

An EBL that is switched on can be recognised from the fact that the 1 122.7 ° T CENT
bearing is displayed in the left-hand EBL field. An EBL that is switched DO
off is indicated by the word OFF in that EBL field. EBL
1 OFF T CENT
The display of the EBL is switched on and off by clicking on the desired
EBL field.
Setting the Origin of the EBL

For the bearing with respect to own ship: CENT
2.DO
Select CENT in the right-hand EBL field 1). ABS
EBL REL
For the bearing between two objects: 1 122.7 ° T CENT
To set the EBL origin to a different position, in the PPI click on the EBL 1.DO
origin and position it at the desired place by clicking.
In the right-hand EBL field, select ABS if the EBL origin is to be at a fixed position, or select REL if the
EBL origin is to move along together with own ship.
☞ The EBL remains intact even if the origin is situated outside the PPI. Switching on and off resets the
origin of the EBL to your own ship.
Setting the Bearing

Click on the EBL graphics in the PPI, set the desired direction, and fix it by clicking.
1)
REF = CON / RADAR: The bearing of the centered EBL is taken from the reference position indicated behind REF in the position sensor
display.
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Operating Instructions 6.3 Electronic Bearing Lines (EBL)
Displaying the Relative Bearing

PPI Orientation North-Up and Course-Up:
1 122.7 ° R CENT
The values displayed are true bearings. This fact is indicated in the
middle EBL field by the letter T (= true). For as long as the DO key is DO
kept pressed in this field, the relative bearing is displayed (indicated by 1 72.7 ° T CENT
R = relative).
☞ If the compass signal fails, the display is automatically switched over to relative bearing (R).
PPI Orientation Head-Up:
The values displayed are relative bearings. For as long as the DO key is kept pressed in this field, the
true bearing is displayed.

With the keyboard, only one of the two EBL's can be operated at any given time. EBL
The operating procedure is the same for both EBL's. The triangle in front of the 1 122.7 °
EBL field indicates the EBL whose keyboard operating function is currently 2 OFF
switched on.
For example, if the keyboard operating function is currently switched on for EBL 1,
EBL1 EBL2
EBL 1 is switched on and off with the key EBL1 and is adjusted with the EBL knob.
OFF OFF
With the key EBL2, the keyboard operating function is switched over to EBL 2.
☞ The setting of the EBL origin and the display of the relative bearing can be
performed only by means of an operating procedure on the display. EBL
USEFUL INFORMATION
Latitude-Dependent Errors in the Display of the EBL

With the type of projection used for the longitude/latitude grid in the radar, the parallels of latitude become
more strongly curved with increasing latitude, while the meridians converge increasingly with increasing
distance from the equator (i.e. the direction of a meridian at the edge of the PPI is not 0° - 180° but might
be 358° - 182° ); in other words, their directions no longer correspond to the degree scale at the edge of
the PPI.
In contrast to this, the EBL is always displayed as a straight line; its bearing displayed as an EBL value
has an error.
The following table shows the maximum errors for the various latitudes and range settings.
Distance of EBL from Geographical Latitude
Own Ship
20 ° 40 ° 60 ° 80 °
10 NM < 0.1 ° 0.1 ° 0.3 ° 0.9 °
20 NM 0.1 ° 0.3 ° 0.6 ° 1.9 °
40 NM 0.2 ° 0.5 ° 1.2 ° 3.8 °
60 NM 0.4 ° 0.8 ° 1.7 ° 5.7 °
80 NM 0.5 ° 1.1 ° 2.3 ° 7.5 °
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6.4 Operating the VRM and the EBL Jointly Operating Instructions
6.4 Operating the VRM and the EBL Jointly
If the EBL origin is set to CENT, then after clicking on the point
of intersection of VRM1 and EBL1 or of VRM2 and EBL2, both
elements are moved jointly. EBL VRM
1 122.7 ° T CENT 2.00 NM
2 OFF T ABS OFF
Measuring the Range and Bearing between Two Objects
If the EBL1 origin is set to ABS or REL, a marker is displayed on
EBL1 such that the distance of this marker from the EBL1 origin
is equal to the value of VRM1. If you click on this marker, both
VRM1 and EBL1 are changed by means of the cursor.
The same applies to EBL2 and VRM2.
☞ By means of this procedure, the range and bearing between two objects can be measured: set the
EBL origin on object 1 and drag the marker to object 2.
6.5 Measurement Lines
Two measurement lines using the same colour as VRM/EBL are

2.38NM
available which are operated in the same way but independently 33.1°
of each other. They can be used as an alternative to VRM/EBL in
order to determine in a simple way the bearing and range
Length and direction
between any objects situated in the PPI. of measurement line;
direction as seen
Handling the Measurement Lines from beginning of line
All information given here for measurement line 1 is also appli- Beginning of line
cable to measurement line 2.
Setting the Measurement Line

1. Click into the PPI by means of MORE, and in the context 1.MORE PPI
menu which then opens up click on SET LINE 1.
2.DO
2. Click on the position from which the measurement is to be SET LINE 1
performed. A line is now drawn between the clicked point and SET LINE 2
the cursor position. Close to the cursor position, the bearing
and range from the clicked point to the cursor position are
displayed.
3. By clicking a second time, the line, including the numerical values, is fixed.
☞ If, between processes 1 to 3, the cursor remains stationary for too long a time, the process of
setting the measurement line is interrupted.
The measurement line remains fixed at the position that is set, i.e. it also moves out of the PPI. It cannot
be changed but can only be deleted and set again.
Modifying the Measurement Line

Click on the end of the measurement line and then, click on the new position.
By clicking on the origin, the origin becomes the end of the line and vice versa.
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Operating Instructions 6.6 Parallel Index Lines
Deleting the Measurement Line

Click into the PPI by means of MORE, and in the context menu 1.MORE PPI
which then opens up click on CLEAR LINE 1.
☞ By the setting of measurement line 1, the button SET LINE 2.DO
CLEAR LINE 1
1 becomes the button CLEAR LINE 1; by deletion of line 1, SET LINE 2
it becomes SET LINE 1 again.
6.6 Parallel Index Lines
There are four parallel index lines available, which can be adjusted individually.
Switching Parallel Index Lines On and Off 1)

PI T PI T PI T
The parallel index lines can be switched on and off individually by DO
clicking on their number displayed below PI but also together in one 1 1 1
2 MORE
step by using the more function. MORE 2 2
☞ When you switch the parallel index lines on, they appear in the
3 3 3
4
4 4
form in which they were set last. If the display range has been
reduced in the meantime, they might be situated outside the
visible range.
Resetting all PIs

PI T PI T PI T
The parallel index lines can be reset to default setting. DO
1 1 1
Click on PI and in the more context menu on RESET.
2 2 2
3 MORE 3 3
Changing the Distance of a Parallel Index Line 4 4 4
Click on the parallel index line near the closest point of approach to
own ship, drag it to the desired distance, and click again.
Changing the Bearing of a Parallel Index Line

Click on the parallel index line near the compass rose, drag it into the desired direction, and click it again.
Displaying Values of a Parallel Index Line

While the parallel index line is being operated on the PPI, its data
INDEX LINE 1
appear in an separate display:
RANGE 11.5 NM
INDEX LINE Number of the index line BEARING 125.8 ° T
305.8 ° T
RANGE Distance from own ship (at the closest point of
approach) 2)
BEARING Bearings (direction and opposite direction) of the index
line
1) Different operating procedure in ECDIS mode

2)
REF = CON indicates that RANGE are measured from the conning position, REF = RADAR indicates measurement from the selected radar
antenna.
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6.6 Parallel Index Lines Operating Instructions
Switching the Bearing Display of the Parallel Index Lines to Rela- DO

tive or True PI T PI R
The display of the bearings of the parallel index lines can be switched 1 1
over between true bearing (indicated by T) and relative bearing (indi- 2 2
cated by R).
The switch-over is performed by clicking on the indication T or R.
☞ If the compass signal fails, the display is automatically switched to
relative bearing (R).
Selection of the Parallel Index Line that is to be Operated

PI
Click on the PI key once or several times until the triangle is positioned beside OFF
the parallel index line that is to be operated. EBL VRM
Switching On and Off the Display of Parallel Index Lines

By pressing the PI key for a longer time, the display of the selected parallel index line is switched on and
off.
Moving a Parallel Index Line

The distance of the parallel index line is set with the VRM knob, and its direction is set with the EBL knob.
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MULTIPILOT 7 ARPA and AIS Target Handling
Operating Instructions 6.6 Parallel Index Lines
7 ARPA and AIS Target Handling

◆ Symbols used
◆ Acquisition, tracking and deletion of AIS and ARPA targets
◆ Target data display
◆ Target IDs
◆ Reference target tracking
◆ Calculation principles for relative/true ARPA data
◆ ARPA malfunctions
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7 ARPA and AIS Target Handling MULTIPILOT
7.1 Symbols Used Operating Instructions
7.1 Symbols Used
Targets that have been acquired and are being tracked are provided with symbols indicating their track
status. Targets being tracked can also be provided with speed vectors and with a past position plot as
per Section 3.8 (see page 63).
ARPA Targets AIS Targets
Sleeping Target
The point of the triangle is aligned with the
heading of the target, or with its COG if
heading information is not available. Dashed
symbol: Because of missing data, no colli-
Target acquired manually sion avoidance computation can be
performed - see page 120. A sleeping target
with neither a reported heading nor COG will
be orientated toward the top of the opera-
tional display area.
Target acquired automatically Target acquired automatically by acquisi-
by acquisition/guard zone tion/guard zone
(Target which has triggered the (Target which has triggered the
TARGET AUTO-ACQUIRED (n) flashing TARGET AUTO-ACQUIRED (n) alarm or the flashing
alarm or the TGT ENTERED TGT ENTERED GUARZONE (n) alarm)
GUARZONE (n) alarm)
Tracked Target
Target (moving) being tracked The triangle becomes greater than the
sleeping target, additionally it is possible to
show the true scaled outlines.
If the heading information is available, the
heading line is displayed additionally, and if
the target is turning then a flag on the
heading indicator shows the direction of turn.
Dashed symbol: See sleeping target
Target with ID
4
Target with ID BXGHE
If the target is transmitting a call sign, this is
taken. If not, the system generates the ID
Target with label as reference AIS with a serial number. AIS7
target
(reference target tracking) R
Dangerous target 1) flashing, Dangerous target 1) flashing,

Target which has triggered the red Target which has triggered the red
DANGEROUS TARGET (n) alarm DANGEROUS TARGET (n) alarm
Target whose data are being

displayed Target whose data are being displayed
(symbol and ID are displayed (symbol and ID are displayed additionally)
additionally)
Lost target Lost target
Target which has triggered the flashing Target which has triggered the LOST flashing
LOST TARGET (n) alarm. TARGET (n) alarm.
(xx=target ID yy.y=range, (xx=target ID yy.y=range, zzz=true
zzz=true bearing) bearing)
1)
If the DANGEROUS TARGET (n) alarm is acknowledged by the operator, the symbol stops flashing but is still drawn in red.
Displaying the target symbols with shades

For a better recognition (visibility) of the symbol graphics on the radar video the target symbols can be
displayed with a shade in a different colour.
See DISPLAY SETTINGS, SYMBOL... menu on page 46 The Menu Structure
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Operating Instructions 7.2 Procedure of the Target Acquisition and Tracking Overview
7.2 Procedure of the Target Acquisition and Tracking Overview
For the targets, the AIS electronics unit and the ARPA electronics of the radar are two independent
sensors whose displays and operating procedures take place on one and the same radar indicator.
The AIS electronics unit supplies the radar indicator with the data received from the AIS targets. With
these data, sleeping target symbols are generated, which can together be made visible if necessary 1).
The sleeping targets of the AIS can be acquired as the target videos of the radar. This can be done
manually after clicking on a sleeping target or the target video (page 118) or automatically with the aid of
one of the two combined acquisition and surveillance zones, called acquisition/guard zone in the
following (page 119). For the acquisition/guard zone setting procedure, see page 147. Furthermore, a
sleeping target is acquired automatically when the TCPA and CPA values fall below the set values (page
121).
Acquired radar targets are tracked by the ARPA electronics. The data of these ARPA targets are deter-
mined by the ARPA electronics and can be displayed at any time (page 123).
Acquired AIS targets are treated in exactly the same way; a lot more data are available about AIS targets
than about ARPA targets (page 125).
If a ship has been acquired both as a ARPA target and as an AIS target, it may only appear as an AIS
or ARPA target if both target data are matching (page 119).
The radar permits manual and automatic acquisition of up to 40 targets of each type (ARPA, AIS).
Acquired targets are tracked automatically.
When the automatic tracking begins, the radar determines the movement of the target.
- The symbol or appears.
- If the vectors are switched on, also the speed vector is now displayed, the computation of collision
risks is performed continuously, and the past position plot is built up.
- The complete target data set can be observed on the TARGET DATA display see (page 124).
In the case of manual ARPA target acquisition, the target video is marked manually, and is thus initially
provided with the broken Circle . The radar then checks during the next three revolutions of the
antenna to determine whether the echo occurs twice at this position. If it does, this target is tracked auto-
matically by the radar. If it does not, the radar does not recognise any target at this position, and the
LOST TARGET (n) alarm occurs. The target just acquired but lost is marked with the flashing symbol
.
☞ Automatic target acquisition is switched on and off together with the display of the acquisition/guard
zone - see page 121. The procedure for setting the acquisition / guard zone is described on page
121.
☞ If there are already 40 targets being tracked and another target is then acquired, the ACQUI-
SATION ZONE OVERFLOW alarm appears. In this case, at least one non-critical target must first
be deleted.
☞ The number of ARPA and AIS targets being tracked should be kept as small as possible; the pres-
ence of too many targets causes confusion on the screen and distracts the operator's attention from
what is really important. Targets that are no longer relevant should be deleted.
☞ In the case of tracked targets entering a clutter area (rain or sea clutter), a "target swap" might occur;
parts of the rain front are suddenly being "tracked". A target swap can also occur if there are targets
situated close together or close to land. In the case of target swaps, no warning is given.
1) The radar indicator can simultaneously process the data of up to 400 AIS targets (the 400 closest sleeping targets are displayed).
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7.2 Procedure of the Target Acquisition and Tracking Overview Operating Instructions
WARNING:
Automatic target acquisition and tracking are ensured only if the radar
video is OK, i.e. if it is adjusted in the same way as would also be neces-
sary for visual evaluation.
WARNING:
Under particularly unfavourable meteorological conditions, it can
happen even with an optimum setting of the radar that targets in the
radar video cannot be detected automatically.
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Operating Instructions 7.3 Manual AIS and ARPA Target Acquisition
7.3 Manual AIS and ARPA Target Acquisition
Targets cannot be acquired manually unless they are visible on the PPI. For the AIS, this means that the
sleeping target that is to be acquired must first be made visible:
Switching the Display of the Sleeping Targets On and Off

By clicking on the AIS button, the display of the sleeping targets can be AIS
switched on and off.
DO
If the AIS button has a coloured background, all sleeping targets which are coloured
AIS
present in the geographic region of the PPI/chart area and whose data are
being received are displayed.
The system permits manual and automatic acquisition of up to 40 ARPA
and AIS targets. For automatic target acquisition, see 7.4
Acquiring a Target Manually

1. Click on the ACQ TGT button (= Acquire Target); the button flashes. DO
2. Acquire the target video or the sleeping target symbol by clicking. For
ACQ TGT
as long as the ACQ TGT button is flashing, more targets can be
acquired in the same way.
☞ When the 38th 1) target is acquired, an indication appears, stating that only another two targets
can be acquired. After the 40th target has been acquired, an indication appears, stating that no
more targets can be acquired. Now at the latest, uncritical or uninteresting targets should be
deleted.
3. The acquisition function of the cursor is switched off by clicking into the PPI with the MORE key or
by clicking again (with the DO key) on the ACQ TGT button.
Using the keyboard: Move the cursor to the target video or the sleeping
ACQ
AIS target, and press the ACQ TGT key. TGT
If, with procedure 2, a target video is acquired, the ARPA electronics
performs the following routine: First of all, the target video is marked with a broken circle . During
the next three revolutions of the antenna, a check is performed to determine whether the echo occurs
twice at this position. If it does, the echo is recognised as an ARPA target, and is acquired. If it does not,
the ARPA electronics does not recognise any target at this position, the LOST TARGET (n) alarm occurs,
and the supposed non-acquired target is now marked with the flashing symbol .
If, with procedure 2, a sleeping target has been acquired, acquisition takes place without any further
check.
Target
Using the MORE context menu: Click on the target video with the 1.MORE video
MORE key, and then click on ACQUIRE TARGET (ARPA) (with
the DO key).
SET LINE 1
SET LINE 2
OFF CENTER
2.DO
ACQUIRE TARGET (ARPA)
1) For ARPA targets and AIS targets the target counter is independent (40+40=80 targets can be acquired)
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7.3 Manual AIS and ARPA Target Acquisition Operating Instructions
Selective Acquisition of an ARPA or AIS Target

If a sleeping target is clicked with MORE, in the context menu
can be selected by clicking ACQUIRE TARGET (ARPA) or 1.MORE
ACQUIRE TARGET (AIS) whether the ARPA target or the

AIS target shall be acquired.
SET LINE 1
SET LINE 2
OFF CENTER
2.DO SHOW AIS DATA
Show / Hide TRUE SCALED OUTLINE SHOW TRUE SCALED OUTLINE
or
HIDE TRUE SCALED OUTLINE
In case that the AIS target delivers the ship dimensions, it is ACQUIRE TARGET (ARPA)
possible to show/hide the true scaled outlines together with ACQUIRE TARGET (AIS)
SEND SAFETY MESSAGE
the AIS symbol. This is only possible if the selected target
SHOW AIS WITH PRIORITY
reports the heading information and the beam of the target SHOW ARPA WITH PRIORITY
symbol in the PPI exceeds 7.5 mm.
Determine the priority for ARPA or AIS presentation

It is possible to define temporarily for the selected target the priority for showing the ARPA or AIS target
symbol and target data in case that the defined target merging limits are fulfilled. The limits required for
this are set in the AIS... Dialog AIS TGT MANAGEMENT.
The selective priority setting for a single target may be overwritten by the priority setting for all targets.See
page 46.
☞ The temporary change of the priority takes effect in the target data display as well as in the
graphical display (PPI) for approximately 3 to 4 antenna revolutions.
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Operating Instructions 7.4 Automatic Target Acquisition
AIS/ARPA Target Merging

An ARPA target and a AIS symbol may represent the same object. In order to determine if this is the fact,
ARPA and AIS data for distance, speed and course are compared. If the difference in data are within pre-
set limits, the targets will be merged if the merging function is activated. In this case, only one of the
symbols is shown. Anyway, both targets will be tracked. The blanked-out symbol will appear again auto-
matically if the differences in data exceed the pre-set limits.
The limits required for this are set in the AIS TGT MANAGEMENT
AIS TGT MANAGEMENT
Dialog: Click on the MENU button, and then click on AIS..., then on
the AIS TGT MANAGEMENT button. MERGING LIMITS
DISTANCE 0.1NM
There, the currently valid values are shown under MERGING LIMITS COURSE 10.0 °
and can be changed after clicking. SPEED 1.0 kn
To activate the Target Merging function press on the MERGING TARGET CAPACITY
LIMITS button. SLEEPING 5 % USED
ACTIVATED 25 % USED
It is possible to define the priority for showing ARPA or AIS targets:
Click on the MENU button and then click on AIS and activate or CLOSE
deactivate the priority for showing AIS targets by pressing with the
DO button on AIS TARGET PRIORITY. See page 46.
Meanings:
DISTANCE: Distance between ARPA target and AIS target
COURSE: The course difference between the two targets 1)
SPEED: The speed difference between the two targets
As long as all three values lie below the defined limits, the display of the ARPA or AIS target
is omitted.
The percentage of the maximum number of tracked sleeping AIS targets. Up to 400
SLEEPING ... USED: sleeping targets can be tracked.
The percentage of the maximum number of tracked activated AIS targets. Up to 40 acti-
ACTIVATED ... USED: vated targets can be tracked.
1)
Evaluated by comparison of data delivered by ARPA and those delivered by AIS
7.4 Automatic Target Acquisition
Automatic Acquisition of AIS Targets by Collision Avoidance Computation

Sleeping AIS targets becoming dangerous can be acquired automatically.
ARPA targets and sleeping AIS targets can also be acquired automatically by means of an acquisition or
guard zone.
If the TCPA and CPA values of a sleeping target 1) fall below the values that were set according to page
121, that target is automatically acquired. In this case
- the DANGEROUS TARGET alarm appears,
- the target which has caused the alarm is indicated on the PPI by means of the flashing symbol
,
- the TARGET DATA display is automatically switched on with this target at the first place, the ID field
is red, and the symbol on the PPI is marked with the target ID.
If there are already 40 AIS targets being tracked the DANGEROUS TGT ACQ FAILED alarm appears
instead. In this case, at least one non-critical target must first be deleted.
1)
It’s true that SAR aircraft are displayed as AIS targets, but they are recognized as SAR aircraft. No automatic acquisition takes place for
them.
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7.4 Automatic Target Acquisition Operating Instructions
Prerequisites for the Collision Avoidance Computation in the Case of AIS Targets
The collision avoidance computation can be performed only if the relative speed between own ship and
the target is known. This must be determined from the speed vector over ground (SOG, COG) transmitted
from the AIS target and from the own speed vector over ground. The own speed vector over ground is
mainly determined from the Bottom Track data of the selected speed sensor 1); otherwise, it is determined
with the aid of the SOG/COG of the selected position sensor.
If an AIS target is not transmitting SOG and COG, no collision avoidance computation takes place for this
target. Therefore, the target cannot be acquired automatically. If it is already being tracked, no
DANGEROUS TARGET alarm occurs in the case of a dangerous approach. The symbol of this AIS
target is dashed.
If, because of missing data or caused by sensor selection, the own speed vector over ground cannot be
determined, then for all AIS targets the collision avoidance computation and the DANGEROUS TARGET
alarm do not take place. The symbols of all AIS targets are then dashed. Three minutes after the occur-
rence of this situation, the AIS NO CPA ALARM, SOG LOST alarm appears.
Switching Off the Automatic Acquisition of AIS Targets

With the DANGEROUS TARGETS button, automatic acquisi-
tion by collision avoidance computation can be switched on and
off not only for ARPA targets but also for AIS targets. TARGET ALARMS
In particular cases, it might be required to prevent AIS targets

from being acquired by the collision avoidance computation, for DANGEROUS TARGETS
example to avoid unnecessary alarms in port or at other berths TCPA LIMIT 15 min
caused by AIS targets. CPA LIMIT 0.5 NM
DO
AUTO AIS TGT ACQ
This takes place in the TARGET ALARMS Dialog by means of

the AUTO AIS TGT ACQ button. This Dialog appears in the Multidisplay if, in the ALARMS menu, the
TARGET ALARMS button is clicked.
☞ The automatic AIS target acquisition takes place only when the collision avoidance computation is
in the switched-on state (DANGEROUS TARGETS button is green).
Automatic Acquisition by Means of Acquisition/Guard Zone

In the case of automatic target acquisition, the radar evaluates all radar echoes appearing in the acqui-
sition/guard zones.
If the echo appears at a certain position at least six times during ten revolutions of the antenna, it is eval-
uated as an ARPA target. If the echoes do not belong to a target already being tracked, the position is
treated as an acquired target and is marked with the flashing symbol . The TARGET AUTO-
ACQUIRED (n) alarm appears, or - if the target was already being tracked when it entered the acquisi-
tion/guard zone - the TGT ENTERED GUARDZONE (n) alarm appears. After acknowledgement of the
alarm, the automatic target tracking begins.
ARPA: The ARPA electronics evaluates all radar echoes appearing in the switched-on acquisition/guard
zones. If the echo appears at a certain position at least six times during ten revolutions of the
antenna, it is evaluated as a radar target. If the echoes do not belong to a target already being
tracked, this radar target is acquired as an ARPA target.
AIS: If a sleeping target enters the region of a switched-on acquisition/guard zone, it is acquired automat-
ically.
1) which is displayed on the speed display
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Operating Instructions 7.4 Automatic Target Acquisition
If an AIS target has been acquired by the acquisition/guard zone,

- it is marked with the flashing symbol or if the function TRUE SCALED TARGETS is active the
AIS target can be shown with the true scaled outlines see page 46.
- the TARGET AUTO-ACQUIRED (n) alarm appears, or - if the target was already being tracked
when it entered the acquisition/guard zone - the TGT ENTERED GUARDZONE (n) alarm appears.
☞ This automatic target acquisition is switched on and off together with the display of the acquisition/
guard zone - see page 147. The procedure for setting the acquisition/guard zone is described on
page 147.
If there are already 40 ARPA targets or 40 AIS targets being tracked or acquired, the ACQUISITION
ZONE OVERFLOW alarm appears. In this case, at least one non-critical target must first be deleted
before another target can be acquired.
Switching the Acquisition/Guard Zone On and Off

The acquisition/guard zone is switched on and off by clicking
on the button ZONE 1 or ZONE 2. TARGET ALARMS
ACQUISITION / GUARD ZONES
☞ If the acquisition/guard zone is switched off, automatic ZONE 1 ZONE 2
target acquisition does not take place. Targets already
acquired continue to be tracked. DO or DO
Setting the Range of the Acquisition/Guard Zone

1 NM DO DO
Click on the inner or outer limit of the acquisition/guard zone,
drag the zone to the desired size, and press the DO key. Changes the range
☞ The outer limit can be set to a value between 1.5 NM and

20 NM.
DO
Setting the Angle of the Acquisition/Guard Zone Changes the angle
Click near a side limit into the acquisition/guard zone, drag the
zone to the desired angle, and press the DO key.
☞ The angle can be set to a value between 5° and 360° . The setting takes place relative to the
heading direction, i.e. the acquisition/guard zone turns with the ship’s heading.
Collision Avoidance (TCPA, CPA)

For TCPA (Time to Closest Point of Approach) and CPA (Closest Point of Approach), limits can be set
such that, if the actual values fall short of these limits, the DANGEROUS TARGET (n) alarm will appear.
If the danger computation is switched on, the radar computes the TCPA and CPA values for all ARPA
targets being tracked, for all sleeping AIS targets 1) and for all tracked AIS targets 2). If these values fall
short of the set limits,
- the DANGEROUS TARGET (n) alarm appears,
- the target which has caused the alarm is indicated on the PPI by means of the flashing symbol
or ; if a sleeping target has caused the alarm, that target is automatically acquired before-
hand,
- the TARGET DATA display is automatically switched on with this target at the first place, the ID field
is red, and the symbol is marked with the target ID.
1) For special features and limitations in the case of AIS targets, see page 119
2) Not for SAR aircraft.
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7.5 Deletion of Targets, Loss of Target Operating Instructions
7.5 Deletion of Targets, Loss of Target
An ARPA target is tracked automatically until

- it is deleted manually or
- it leaves the target tracking range of 20 NM or
- it is lost within the target tracking range of 20 NM.
An ARPA target is lost if, during five revolutions of the antenna, no correlation of the video can be found
by the radar, or the detection probability falls below 50%.
An AIS target is tracked automatically until
- it is deleted manually or
- it is lost.
A tracked AIS target is lost if the AIS electronics unit does not receive any more signals from that target
within the specified time.
If an ARPA target is lost within a distance of 19.5 NM 1), or if an AIS target is lost within a distance of
16 NM 1), a LOST TARGET (n) alarm appears and the symbol of the lost target changes its shape and
flashes until the alarm is acknowledged.
Deletion of a Target
Click on the target with the MORE key, and then click on DELETE TARGET (with the DO key).
☞ If an AIS target being tracked in the background as an ARPA target is deleted (see A I S / A R P A T a r g e t
M e r g i n g on page 119), the ARPA symbol re-appears. If this too is to be deleted, the process must
be repeated.
1.MORE
1.MORE
SET LINE 1 or SET LINE 1

SET LINE 2 SET LINE 2
OFF CENTER OFF CENTER
Page 123 SHOW TARGET DATA
Page 123 SHOW TARGET DATA
Page 125 SHOW AIS DATA
Page 128 SHOW ID
2.DO DELETE TARGET Page 135 SEND SAFETY MESSAGE
Page 129 SELECT REFERENCE TARGET Page 128 SHOW ID
Page 181 ZOOM FIXED ON TARGET 2.DO DELETE TARGET
Page181 ZOOM FIXED ON TARGET
1) Can be changed at service level; minimum value is 10 NM.
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Operating Instructions 7.6 Target Data Display
Deleting Several Targets 1.MORE
1. With the MORE key, click on the ACQ TGT button. Then, with the ACQ TGT
2.DO
DO key, click on DELETE TARGETS. The ACQ TGT button DELETE TARGETS
becomes the DEL TGT button, and it flashes. Merged AIS/ARPA DELETE ALL TARGETS
targets see above.
2. Delete the target by clicking. As long as the DEL TGT button is
DEL TGT
flashing, other targets can be deleted in the same way. Flashing
3. The deletion function of the cursor is switched off by clicking into
the PPI with the MORE key or by clicking again (with the DO key) on the DEL TGT button.
Deletion of All Targets 1.MORE
Click on the ACQ TGT button with the MORE key, and then click on ACQ TGT
DELETE ALL TARGETS (with the DO key). DELETE TARGETS
2.DO
DELETE ALL TARGETS
In this case, both the AIS targets and the ARPA targets are deleted.
7.6 Target Data Display
Unless stated otherwise, all of the following statements are applicable for all tracked AIS targets and
tracked ARPA targets.
At the bottom of the side strip, either all available ARPA data or the corresponding AIS data can be
displayed for two targets, or several pairs of these data can be displayed for eight targets.
Switching the Target Data Display On, Selecting the Targets

When you click on a target, this switches the TARGET DATA display
1.DO or
on. The data of the clicked target are displayed in the mode that was
set last (see below). The target is given the symbol and its target
ID (see page 128) is displayed. Furthermore, the TARGET DATA
display appears sorted by the TCPA when a target becomes a
dangerous target (smallest TCPA at first position largest TCPA at last
position). The TARGET DATA list will be sorted in another sequence
only if there is a new incoming dangerous target.
If you click on more targets, the data of each of them appear in the display. In all cases, the data of the
last selected targets are displayed.
or
1.MORE
Using the MORE context menu: Click on the target with the MORE
key, and then click on SHOW TARGET DATA (with the DO key). 2.DO
SHOW TARGET DATA
Switching Off the Target Data Display of Individual Targets

2.DO or
When you click on a target which is marked with the symbol , this
switches off the display of its data.
When you click on the last target whose data are being displayed, this switches off the TARGET DATA
display.
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7.6 Target Data Display Operating Instructions
or
Using the MORE context menu: Click on the target with the MORE 1.MORE
key, and then click on HIDE TARGET DATA (with the DO key).
2.DO
HIDE TARGET DATA
Switch-Over of the Display

The two versions of the TARGET DATA display - 8 Targets display and 2 Targets display - can be
selected after clicking on the hidden OTHER button situated in the lower area of the side strip.
☞ The functional principles of the hidden OTHER button are described on page 31.
The occurrence of a new dangerous target automatically opens the 2 Targets display sorted by the
TCPA.
2 Targets Display
The following data of the selected 2 (max) targets are displayed:
ID (= identifier) The target ID
BRG (= bearing) The bearing of the target TARGET DATA
ID FGIHG 13
RNG (= range) The range of the target
BRG 57.9 21.1 °
CSE (= course); RNG 2.01 3.50 NM
with prefix T (= true): course over ground / through T CSE 217.6 190.0 °
the water; T SPD 21.1 19.8 kn
with prefix R (= relative): course relative to your own TCPA 4:29 14:20 min
ship CPA 0.13 1.78 NM
SPD (= speed); BCT 4:09 6:34 min
with prefix T (= true): speed over ground / through BCR 0.20 0.46 NM
the water;
with prefix R (= relative): speed relative to your own
ship
☞ Whether true or relative values are displayed for SPD and CSE depends on the selected display of
the speed vectors and past position plots.
TCPA (= time to closest point of approach) The time up until the closest point of approach
CPA (= closest point of approach) The distance at the closest point of approach
BCT (= bow crossing time) The time that will pass before the target crosses the heading line of your
own ship
BCR (= bow crossing range) The range of the point on own ship's heading line at which the target
will cross that line. Negative value: Target crosses the stern line behind own ship.
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Operating Instructions 7.7 Additional AIS Target Data
8 Targets Display
TARGET DATA
In the 8 Targets display, two parameters can be displayed for ID CPA TCPA
each of the eight targets that were called up last:
FGRUHZ 6.79 NM 10:03 min
CPA and TCPA, AIS13 2.27 NM 4:28 min
SIRIUS 12.59 NM 25:33 min
BRG and RNG or
1 3.67 NM 8:15 min
CSE and SPD. DRTS 0.479 NM 4:28 min
Switching over is performed by clicking on the button
Determination of the Data (see also page 130)

RNG, BRG, relative SPD and relative CSE are determined directly by the radar from the observed motion
and the relative position. The true SPD and true CSE are calculated by use of the data received from the
selected speed sensor.
Exception: In the case of true display of the AIS targets, the speed and course values received by the
AIS electronics unit are displayed.
Depending on the reference selection REF = CON / RADAR in the position display all relative data except
BCT and BCR are referencing the bow of the own ship.
Assuming that the course and speed of the target and of own ship will continue to have the values
displayed, the TCPA, CPA, BCT and BCR are computed by the radar. Insofar as the own speed is
needed for the calculations, the indicator uses the values shown in the speed display.
7.7 Additional AIS Target Data
The target data received by the AIS electronics unit can be

displayed in the Multidisplay: MORE
or
Displaying Additional Data of an Tracked AIS Target SHOW AIS DATA

DO
With the MORE key, click the desired (tracked) AIS target and
select SHOW AIS DATA. In the Multidisplay, the AIS OBJECT
DATA Dialog IDENTIFICATION then appears, with the data of
AIS OBJECT DATA
the clicked target: TARGET ID AHDNU
TARGET ID: The target ID used on the PPI; the target is a IDENTIFICATION
ship. or SAR ID: The target ID used on the PPI; the target MMSI 213722815
is a SAR aircraft. NAME MS BREMERHAVEN
MMSI: Maritime Mobile Service Identity, definite identifica- CALL SIGN AHDNU
tion of the AIS system (and hence of the target)
NAME: Name of the target
CALL SIGN: The call sign of the target SEND SAFETY MESSAGE
☞ By clicking on the button SEND SAFETY MESSAGE, the MORE CLOSE

AIS SAFETY MESSAGE Dialog is opened. From that
With the MORE button the other AIS OBJECT
Dialog, a safety message can be sent to this target - see DATA Dialogs can be opened
page 135.
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7.7 Additional AIS Target Data Operating Instructions
After clicking on IDENTIFICATION or MORE, the other AIS OBJECT DATA Dialogs can be opened:
IDENTIFICATION
NAVIGATION DATA
see below SHIP DATA
AIS OBJECT DATA

DO or MORE TARGET ID AHDNU
IDENTIFICATION
Dialog NAVIGATION DATA:

The following data have been determined dynamically AIS OBJECT DATA
aboard the target ship: 1) TARGET ID AHDNU
LAT, LON Position of the target 2) NAVIGATION DATA
LAT 54:11.000 N
COG Course over ground of the target
LON 012:08.575 E
SOG Speed over ground of the target BRG 56.9 ° HDG 230.0 °
HDG Heading of the target RNG 12.6 NM ROT 0 °/min
ROT Rate of turn of the target 3) COG 231.2 ° BCT 12:00 min
SOG 22.3 kn BCR 15.0 NM
The following data have been computed by your own T/CPA 5:00 min 1.5 NM
radar 4): CLOSE
MORE
BRG Bearing of the target
RNG Range of the target
With the MORE button the other AIS
BCT Time that will pass before the target crosses the OBJECT DATA Dialogs can be opened
heading line of your own ship
BCR Range of the point on own ship's heading line at which the target will cross that line.
Negative value: Target crosses the stern line behind own ship.
T/CPA Time up until the closest point of approach and distance at the closest point of approach
These data are also displayed for an SAR aircraft, with the exception of HDG and ROT. Additional
display:
ALT Flight altitude of the SAR aircraft.
Dialog SHIP DATA:
Here, the static target-data, some of which were entered by AIS OBJECT DATA
TARGET ID AHDNU
the crew of the target, are displayed. For details, see SHIP DATA
Section 10.1, in which the procedure for entering the rele- DEST HAMBURG
vant data into your own system is described. ETA Jan 19 12:34 UTC
TYPE CARGO SHIP
HAZARDOUS GOODS CATEGORY A
STATE UNDER WAY
LENGTH 180 m
DRAUGHT 8m
MORE CLOSE

OBJECT DATA Dialogs can be opened
1)
The data received last are displayed. The update rate depends on the speed and ROT of the target. It lies between 2 seconds (>23 kn
without course change or >14 kn with course change) and 10 seconds (<14 kn without course change). When the ship is lying at anchor,
a transmission occurs every 3 minutes.
2) Updated by the radar during the pauses in reception.
3)
ROT: > = turning to starboard; < = turning to port
If the rate of turn is not being determined with a type-approved ROT sensor, then 0°/min is displayed here up to a ROT of 10°/min, and
for larger rates of turn the display indicates TURN STBD or TURN PORT.
4) Updated by the radar during the pauses in reception.
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Operating Instructions 7.7 Additional AIS Target Data
Displaying Data of a Sleeping Target DO MORE

or
Click the desired sleeping target symbol. In the Multidisplay, the
AIS OBJECT DATA Dialog then appears, together with the
clicked target's data provided by the AIS electronics unit.
DO
SHOW AIS DATA
Using the MORE context menu in the PPI: Click on the
sleeping target symbol with the MORE key, and then click on the
DISPLAY AIS TARGET button (with the DO key). AIS OBJECT DATA
TARGET ID AHTFG
IDENTIFICATION
MMSI
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7.8 Target IDs Operating Instructions
7.8 Target IDs
Every ARPA and AIS target being tracked is automatically given an identification number from 1 to 40.
This target ID can be displayed at the target symbol in the PPI. In the case of AIS targets, the number is
automatically prefixed by the letters AIS. As soon as the AIS electronics unit also receives the call sign
of the target, that call sign is used as the target ID. Instead of the number, it is also possible to use an
individual text with up to 6 characters.
You can select whether the target ID is to be displayed automatically for new targets. Furthermore, it is
possible to specify for each individual target whether the target ID is to be displayed.
Regardless of this setting, the target ID appears at the target symbol in the PPI as soon as its target data
are displayed in the side strip.
☞ The allocation of the number cannot be influenced. The program ensures that no number is allocated
twice.
Switching the Display of the Target ID On and Off

2.DO MENU
The display of the target ID for targets that are to be acquired is DISPLAY SETTINGS
switched on and off by clicking on the TARGET ID button in the 3.DO
DISPLAY SETTINGS menu. TARGET ID
Switching the Display of the Target ID of a Target On and Off

Switching on: Click on the target with the MORE key, and then
click on SHOW ID (with the DO key). 1.MORE 1.MORE
Switching off: Click on the target with the MORE key, and then
click on HIDE ID (with the DO key). 2.DO
SHOW ID
Inputting a Text as a Target ID

1.MORE
In the TARGET DATA display, click on the ID and enter the text
with the virtual keyboard. ID CPA TCPA
☞ If the text is to be deleted again, after clicking on the ID click AIS9 6.79 NM 10:03 min
on the Enter button of the virtual keyboard.
‘ 1 2 3
Tab q w e
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Operating Instructions 7.9 Reference Target Tracking
7.9 Reference Target Tracking
If at least one fixed ARPA target 1) is selected as a reference target, the radar can determine own ship's
speed vector with the aid of this target's relative motion. By means of this "reference target tracking", the
radar also acts as a speed sensor, and can be called up as such under REFERENCE TARGET SPEED.
It is recommended to use more than one target for own speed and course calculation.
Selecting a reference target: Click on the fixed ARPA target
with the MORE key, and then click on SELECT REFERENCE 1.MORE
TARGET (with the DO key). 2.DO

SELECT REFERENCE TARGET
The first reference target is given an R as its target label. If
there is more than one reference target defined, all reference
targets are given an independent sequential number in addition
R
to the letter R.
Cancelling the selection: Click on the reference target with the MORE key, and then click on DESE-
LECT REFERENCE TARGET (with the DO key).
☞ Up to five reference targets can be selected.
☞ The speed input "reference target tracking" is treated as a ground stabilized speed sensor (speed
over ground), displayed as COG/SOG data, but is never used for calculation of relative course and
speed of AIS targets (according to the IMO rules).
☞ The loss of a tracked reference target trigger the LOST TARGET (n) alarm.
If the last reference target is lost, a new speed sensor must be selected see Section 5.3.
If no new speed sensor is selected in time, the SPEED INVALID alarm is triggered for the selection
of another speed sensor by the operator.
CAUTION: During reference target tracking, it shall be checked repeat-
edly if the selected reference targets are still displayed as fixed targets.
Loss of a tracked reference target may reduce the accuracy of the eval-
uated own speed and course, whereby the true data of tracked targets
may be deteriorated.
1)
If a moving target is selected by mistake, the own speed determined will be may incorrect. To ensure accurate determination of speed,
several fixed targets should be checked as references. AIS targets cannot be selected as reference targets.
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7.10 Calculation principles for relative / true target data Operating Instructions
7.10 Calculation principles for relative / true target data
As mentioned in the chapters before, the calculation principles for relative or true data have some impor-
tant differences:
The relative data are calculated directly by the ARPA. The ARPA uses the plots of consecutive antenna
scans in order to calculate relative course and speed of the target. Out of this, CPA and TCPA can be
calculated.
In order to calculate true data of a target, the own ship´s course and speed must be known. The accuracy
of the true data calculation depends on the accuracy of the sensors from which the own ship´s course
and speed are provided.
CAUTION: If there is any doubt that the own ship´s speed data are not correct, use the REL target
data and PPI presentation for collision avoidance purposes!
7.11 ARPA Malfunctions
There are a couple of possible reasons for which the ARPA cannot compute the target data correctly:
In case that the GYRO-SYSTEM is faulty, the radar goes immediately into the Head-Up mode. All display
objects and operating possibilities for which the heading information is required are no longer shown or
are inactive. If the gyro failure is not corrected within 30 seconds, all tracked targets are deleted also.
The additional reasons for the malfunction of the ARPA calculation are listed below.
Possible system faults:
1. azimuth fault (error 4010) 1)
2. video interrupt timeout (error 4011)1)
Possible alarm messages:

1. GYRO FAULT
2. MAGNETRON FAULT
3. NO HEADMAERKER
4. NO TRIGGER
5. NO ANTENNA AZIMUTH
6. NO RADAR VIDEO
7. TRANSCIEVER OFFLINE
For further information regarding the alarms please refer to chapter 44.
The integrated ARPA function test permits periodical checking of the ARPA´s performance features. See
page 383 ARPA Function Test.
1) for details see Technical Manual "Display Electronics Unit" chapter "System Fault Code List"
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MULTIPILOT 8 General Information about AIS
Operating Instructions 8.1 AIS Summarised Briefly
8 General Information about AIS

◆ The most important characteristics of the AIS
◆ Overview of Functions and Operating Procedures
8.1 AIS Summarised Briefly
In addition to the ARPA electronics, the Universal Shipborne Automatic Identification System (AIS) auto-
matically provides the ship's nautical officers with important information about nearby vessels or other
relevant objects within VHF range.
The AIS system transmits own ship data cyclically via two defined VHF channels and receives the same
data of the other ships and objects that are equipped with AIS systems.
8.2 Overview of Functions and Operating Procedures
Targets and Other AIS Objects

With regard to the objects that can be detected by the AIS system and transferred to the radar indicator,
a distinction is drawn between the following:
- AIS targets: ships that are equipped with an AIS system
- SAR aircraft: search-and-rescue aeroplanes or helicopters
- Aids-to-Navigation: navigation marks, e.g. beacons and buoys
- Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic control
centres
The AIS targets and SAR aircraft can be acquired and tracked, as well as the radar/ARPA targets; see
Section 9.
All AIS objects can be displayed on the PPI, and in ECDIS mode they can be displayed throughout the
entire chart area (with the exception of acquired/tracked AIS targets and SAR aircraft). The data of the
individual displayed objects can be displayed - see Section 7.7 (AIS targets and SAR aircraft) and Section
11 (Aids-to-Navigation and base stations).
Safety Messages and Long-Range Interrogation

Via AIS systems, safety messages 1) can be communicated if necessary, which are then passed on by all
receiving AIS systems as a message or an alarm to their display units. The procedures for dealing with
the safety messages received, and for transmitting your own safety messages, are described in Section .
The AIS system can also be interrogated about ship data via another system. Details of this are described
under L o n g - R a n g e I n t e r r o g a t i o n in Section 9.3.
1) Also called safety related messages in the relevant regulations.
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8 General Information about AIS MULTIPILOT
8.2 Overview of Functions and Operating Procedures Operating Instructions
Monitoring/Setting of the Own Ship Data Transmitted

Most of the information transmitted from your own AIS system is generated automatically by the
system. However, some items of information (e.g. ship's draught, hazardous cargo, destination, ETA)
have to be defined by the operator - see Section 10.1.
IMPORTANT:
Because these data are voyage-dependent, their updating should be
assured by including them in the navigational check list.
Setting of the communication technique (channel selection, bandwidth, transmission power etc.) usually
takes place fully automatically. In very rare cases, however, manual setting procedures too might be
necessary for this channel management process. For details, see Section 10.2.
Choice of Operating Unit

All operating actions can be performed on any radar indicator without the need for a particular switch-
over procedure. As far as the AIS settings and the information transmitted are concerned, the last oper-
ating action applies.
The Type of your Own AIS System

The interface between the AIS electronics unit and the display/operating unit (here, the radar systems) is
standardised, but it allows extensions. Therefore, although it is true that all types of AIS electronics units
meeting the relevant standards can be connected to the radar system, only the operation of the most
important functions is assured in all cases.
The following sections refer to radar indicators to which the Universal Automatic Identification System
UAIS DEBEG 3400 / AIS 3410 is connected. Which of the functions described is unavailable if a different
AIS system type is connected, depends on the type of the AIS system.
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MULTIPILOT 9 AIS Messages
Operating Instructions 9.1 Receiving Safety Messages
9 AIS Messages

◆ Displaying and managing received safety messages
◆ Generating and transmitting safety messages
◆ Handling of long-range interrogations
9.1 Receiving Safety Messages
New Safety Message

AIS SAFETY MESSAGE
When the AIS electronics unit receives a safety message, the MMSI 213722815 ID AHDNU
AIS NEW SAFETY MESSAGE alarm appears. By acknowl- LAT 54:11.000 N BRG 56.9 °
LON 012:08.575 E RNG 12.6 NM
edgement of the alarm, the AIS SAFETY MESSAGE Dialog
appears in the Multidisplay.
The identification data and position of the transmitting AIS (Message)
object are shown above the message. The received message
is enclosed in a frame.
With LIST ALL, the AIS SAFETY MESSAGE list containing the LIST ALL REPLY CLOSE
stored safety messages is opened.
With REPLY, the Dialog with which a message can be sent back is opened. The MMSI of the AIS system
from which the message was received is already entered in the Dialog. For further details, see page 135,
T r a n s m i t t i n g a M e s s a g e t o a P a r t i c u l a r A I S T a r g e t o r B a s e S t a t i o n , step 2.
Displaying Stored Safety Messages

As long as a received safety message has not been deleted, it
MENU
can be called up again for display: 1.DO
AIS
1. Click on the buttons MENU, AIS and SAFETY MESSAGE SAFETY MESSAGE
2.DO
READ, one after the other. READ...
In the AIS SAFETY MESSAGE list which then opens up,

all safety messages that have not yet been deleted are
listed: AIS SAFETY MESSAGE
MMSI NEW DATE

MMSI: AIS system number of the transmitting AIS
367275362 02:21 17.04.02
object 372894638 14:33 14.04.02
3.DO
217357394 * 12:46 06.04.02
NEW: Messages that have not yet been read are 217356283 09:14 05.04.02
provided with an asterisk *. 362737738 22:27 30.03.02
217357394 17:25 26.03.02
DATE: The time and date of reception 372894638 * 05:54 19.03.02
2. Mark the desired message by clicking. 4.DO
SHOW DELETE CLOSE
3. With SHOW, the message is displayed - see above, N e w
Safety Message.
☞ If, after closing with the CLOSE button, the alarm list continues to be displayed with the AIS NEW
SAFETY MESSAGE alarm, this means that several messages have been received before opening
of the AIS SAFETY MESSAGE list.
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9 AIS Messages MULTIPILOT
9.2 Transmitting Safety Messages Operating Instructions
Deleting Received Safety Messages

Forty safety messages can be stored in the system. When this number is reached and a further message
is then received, the oldest stored message is deleted and the AIS SAFETY MESSAGE LOST alarm
appears. So that a message that is worth keeping is not deleted in this way, and in order to avoid these
alarms, it is a good idea to delete messages that are not important.
This is done either with the DELETE button (situated in the AIS SAFETY DO
MESSAGE Dialog) for the message that is being displayed, or with the DELETE
DELETE button (situated in the AIS SAFETY MESSAGE list) for the
message that is marked there.
☞ As a result, the message is deleted in the system, i.e. it is no longer present on the other radar indi-
cators either. The marking of unread messages by means of asterisks is likewise valid throughout
the entire system.
9.2 Transmitting Safety Messages
If necessary, a safety message can be transmitted to AIS

MENU
targets and base stations. This can be a standardised distress 1.DO
AIS
message or a freely composed, individually entered text. The
SAFETY MESSAGE
message can be broadcast generally or transmitted to a partic- 2.DO
SEND...
ular AIS object.
Broadcasting a Distress Message Generally AIS SAFETY MESSAGE

MMSI ALL ID
1. Click on the buttons MENU, AIS and SAFETY MESSAGE 3.DO
SEND, one after the other. MSG TYPE NEW MSG
NEW MSG
2. If a distress message is to be transmitted: In the Multidis- USER MSG 1
play, click on the MSG TYPE field, and then click on the USER MSG 2
required message. USER MSG 3
USER MSG 4
The message is generated and displayed automatically. It USER MSG 5
contains the currently valid data of own ship. 1) FIRE, EXPLOSION
4.DO SENDCOLLISION
If a freely composed, individual text is to be transmitted: GROUNDING
See page 135, T r a n s m i t t i n g a M e s s a g e t o a P a r t i c u l a r A I S LISTING
SINKING
T a r g e t o r B a s e S t a t i o n , step 2. DISABLED / ADRIFT
3. When the message is to be broadcast generally, ALL must UNDESIGN.DISTRESS
ABANDONING SHIP
have been entered as the MMSI. If ALL is not already PIRACY ATTACK
entered there, this is achieved by clicking on the MMSI field EPIRB EMISSION
(clicking for a second time causes a return to the previous
entry).
(5.DO) AIS SAFETY MESSAGE
☞ This is necessary, for example, when the AIS SAFETY MMSI ALL ID
MESSAGE Dialog has been opened as described MSG TYPE GROUNDING
under T r a n s m i t t i n g a M e s s a g e t o a P a r t i c u l a r A I S GROUNDING
T a r g e t o r B a s e S t a t i o n - see below. LAT: 50:25.310 N
LON: 008:14.436 E
Time: Feb 14 04:31 UTC
4. After clicking on the SEND button, the message is trans- Call sign: HFOGT
mitted. Name: MV Havaria
MMSI: 376391637
With CLOSE, the Dialog is closed without transmission of
the message. 6.DO
SEND CLOSE
1) If necessary, it can be altered with the aid of the virtual keyboard after clicking.
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Operating Instructions 9.2 Transmitting Safety Messages
Transmitting a Message to a Particular AIS Target or Base

1. MORE
Station or
or
1. Click on the desired AIS object with MORE, and select

SEND SAFETY MESSAGE.
AHDNU
Or, if information about the AIS object is needed
beforehand:
Click on the desired AIS object with MORE, and select SET LINE 1
SHOW AIS DATA in order to see the necessary data in SET LINE 2
the AIS OBJECT DATA Dialog IDENTIFICATION - see 2.DO
OFF CENTER
or SHOW AIS DATA
page 125. Then press the SEND SAFETY MESSAGE 2. DO
SEND SAFETY MESSAGE
button.
☞ The AIS SAFETY MESSAGE Dialog which then
opens up in the Multidisplay already contains the
AIS OBJECT DATA
MMSI and ID of the clicked AIS object. TARGET ID AHDNU
IDENTIFICATION
Alternative: If the AIS SAFETY MESSAGE Dialog was
opened via the buttons MENU, AIS and SEND (see MMSI 213722815
above, B r o a d c a s t i n g a D i s t r e s s M e s s a g e G e n e r a l l y ), the NAME MS BREMERHAVEN
MMSI can be entered in the MMSI field in order to transmit CALL SIGN AHDNU
the message to that AIS object only. For this purpose, the
MMSI field must be clicked with MORE. 3.DO
SEND SAFETY MESSAGE
2. If a freely composed, individual text is to be transmitted, MORE CLOSE
the following possibilities exist:
a) Do not click on the MSG TYPE field (MSG TYPE is NEW With the MORE button the other AIS OBJECT
MSG); click into the empty message field and edit the new DATA Dialogs can be opened
message with the virtual keyboard.) 1)
AIS SAFETY MESSAGE
b) Click on the MSG TYPE field, and by selecting NEW MSG
MMSI 213722815 ID AHDNU
or USER MSG 1 ... 5 call up the message that was stored
last under the selected designation. MSG TYPE NEW MSG
4.DO
Each message can be altered with the aid of the virtual
keyboard after clicking. The message is stored during
transmission, and so also are the messages USER MSG
1 ... 5 if the Dialog is closed with CLOSE (without trans- 5.DO ‘ 1 2 3 4 5 6 7
mission). Tab q w e r t y u
SEND Caps a s CLOSE
d f g h
If a distress message is to be transmitted: Click on the Shift z x c v b n
MSG TYPE field, and click on the required message.
3. After clicking on the SEND button, the message is trans-
mitted.
With CLOSE, the Dialog is closed without transmission of the message.
☞ If the system recognises that the safety message has not been transmitted successfully, the AIS
SAFETY MSG TX FAILED alarm appears. If this is clicked with MORE before acknowledgement,
details are displayed.
☞ Regardless of whether the AIS SAFETY MESSAGE Dialog was opened in the manner described
here, or whether it was opened via the buttons MENU, AIS and SEND (see above, B r o a d c a s t i n g a
D i s t r e s s M e s s a g e G e n e r a l l y ), by entering the MMSI in the MMSI field you can specify the AIS object
to which the message is to be transmitted.
1)
The AIS does not allow the transmission of all characters that are usually present on the alphanumeric keyboard. The characters that
cannot be transmitted cannot be entered.
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9.3 Long-Range Interrogation Operating Instructions
9.3 Long-Range Interrogation
The AIS system can also be interrogated about own ship data (e.g. own AIS data 1)) by another system,
e.g. a SatCom system. Because this interrogation can take place over longer distances than the VHF
range, it is called "long-range interrogation".
The interrogating station specifies which data are requested. 2)
The reaction of the AIS electronics unit can be set by means of the reply mode.
The setting procedure for the reply mode takes place in the
AIS SETTINGS
AIS SETTINGS Dialog AIS CONTROL: Click on the MENU AIS CONTROL
button, and then, in the AIS menu, click on the AIS
SETTINGS button. As a result, the AIS SETTINGS Dialog Page 144 TRANSMITTER ON
AIS CONTROL opens up in the Multidisplay.
Page 143 LOW POWER MODE OFF
Opening the other AIS SETTINGS Dialogs: In the AIS
menu, click on the AIS SETTINGS button with MORE, then LONG RANGE INTERROGATION
click (with DO) on the desired Dialog. REPLY MODE AUTO
AIS CONTROL 2.DO
1.MORE
CHANNEL MANAGEMENT Page 141 MORE CLOSE
AIS SETTINGS
With the MORE button the other AIS OBJECT
DATA Dialogs can be opened
☞ If a AIS SETTINGS Dialog is already being displayed,
it is possible to switch over to the other AIS SETTINGS AIS SETTINGS
DO
Dialogs after clicking on the Dialog name or on the AIS CONTROL
MORE -button.
Setting of the Reply Mode 1.DO
In the AIS SETTINGS Dialog AIS CONTROL, click on the LONG RANGE INTERROGATION
REPLY MODE AUTO
buttons on the REPLY MODE field. The reply mode can be
OFF
selected: MANUAL
2.DO
OFF: No alarm appears, and no reply is sent. AUTO
MANUAL: In the case of an interrogation, the AIS INTERROGATION alarm appears. By acknowl-
edgement, the AIS INTERROGATION Dialog appears in the Multidisplay (see below). There,
the reply is sent with the REPLY button or is instead prevented with the CLOSE button.
AUTO: In the case of an interrogation, the reply is sent automatically. For the purpose of information,
the AIS INTERROGATION alarm appears; it should be acknowledged in the normal way.
1)
Own AIS data are the own ship data that are transmitted by own AIS electronics unit for the purpose of target data display on other ships;
see page 143.
2)
Such interrogations can take place from shore stations, e.g. from shipping companies, traffic control centres or governmental organisations,
but not from the AIS systems that are usually found on board.
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Operating Instructions 9.3 Long-Range Interrogation
Displaying Incoming Interrogations

The ten interrogations that arrived last can be displayed at any
time: MENU
1.DO
AIS
1. Click on the buttons MENU, AIS and LONG RANGE
INTERROGATION READ, one after the other.
2.DO
In the AIS INTERROGATION list which then opens up in READ...
the Multidisplay, the ten interrogations that arrived last are
listed:
MMSI: Number of the AIS system from which the interro- AIS INTERROGATION
gation came. MMSI DATE
DATE: The date of interrogation. 215363728 R 14:21 08.04.02
215227663 R 09:33 08.04.02
☞ If a reply has been sent, there is an R before the
3.DO
216378262 R 23:26 07.04.02
346252166 R 21:41 07.04.02
date. 09:55 07.04.02
217337253
2. Mark the desired interrogation by clicking. 217353728 09:02 07.04.02
227357387 02:37 07.04.02
3. With SHOW, the AIS INTERROGATION Dialog is 4.DO
SHOW CLOSE
opened, and the marked interrogation is displayed:
Below the identification data of the interrogating station,
the items interrogated are listed in the frame. AIS INTERROGATION
4. If the reply has not yet been sent, the REPLY button is MMSI 216378262
NAME
sensitive. By clicking on the REPLY button, the reply is
sent. NAME/CALL SIGN/IMO NUMBER
DATE
With CLOSE, the Dialog is closed without transmission of POSITION
COG
the reply. DESTINATION/ETA
5.DO
With LIST ALL, the AIS INTERROGATION list is called
up again.
LIST ALL REPLY CLOSE
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9.3 Long-Range Interrogation Operating Instructions
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MULTIPILOT 10 AIS Settings and Own AIS Data
Operating Instructions 10.1 Setting the Own AIS Data
10 AIS Settings and Own AIS Data

◆ Defining the own AIS data that are to be transmitted
depending on the voyage
◆ Automatic and manual setting of the AIS electronics unit
◆ Displaying the own AIS data and the AIS state
◆ Switching Off the transmit part of the AIS electronics unit
10.1 Setting the Own AIS Data
Most of the data that are sent by own AIS system for the purpose of target data display on other ships
(own AIS data) are generated automatically by the system (e.g. identification data, position etc., see
page 125). However, some items of information (e.g. ship's draught, cargo, destination, ETA) have to be
defined by the operator.
IMPORTANT:
The following data must be entered at the beginning of every voyage,
and must (if necessary) be updated during the voyage to ensure correct
and up-to-date information to be sent to other ships.
Specifying the Data that are to be Transmitted Depending on the Voyage

1. Click on the buttons MENU, AIS and SET VOYAGE
DATA, one after the other. MENU
1.DO
AIS
Or, using the MORE context menu: 2.DO
SET VOYAGE DATA...
Click on the own ship position with the MORE key and
then, click on SET AIS VOYAGE DATA (with the DO or
key. 1.MORE
2. In the AIS VOYAGE DATA Dialog which then opens

up in the Multidisplay, enter the data or correct them: 3.DO
SET AIS VOYAGE DATA
DEST: Destination of this voyage
ETA: Estimated time of arrival at the specified destina-
tion AIS VOYAGE DATA
DEST HAMBURG
DRAUGHT: The existing draught
3.DO ETA 12:34 25.01.2002 ZT
CARGO: Prescribed information about the cargo DRAUGHT 8.5 m
or 1) CARGO
TYPE: Prescribed information about the sub-type of HAZARDOUS GOODS CATEGORY A
ship STATE
UNDER WAY
STATE: Navigational state PERSONS ON BOARD 15
CLOSE
1)
Whether the CARGO or TYPE display field appears or whether this display field is missing and which entries are possible there depends
upon the ship type. Explanations for cargo entries HAZARDOUS GOODS CATEGORY A ... D see box on the next page.
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10 AIS Settings and Own AIS Data MULTIPILOT
10.1 Setting the Own AIS Data Operating Instructions
PERSONS ON BOARD: The number of persons on board.

☞ In the fields CARGO/TYPE and STATE, it is only possible to choose between specified entries.
This is done in the list which appears after clicking on the field concerned.
When the cursor is situated on the field CARGO/TYPE or STATE, a small window appears
below this field, containing information about the entry.
SOLAS Chapter VII - Carriage of dangerous goods

requires among other things the declaration of hazardous substances contained in the
cargo.
MAPOL Annex II - Regulations for the Control of Pollution by Noxious Liquid
Substances in Bulk
defines the following categories for hazardous liquid substances:
Category A - Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a major hazard to either marine resources or human health
or cause serious harm to amenities or other legitimate uses of the sea and therefore justify the appli-
cation if stringent anti-pollution measures. Examples are acetone cyanohydrin, carbon disulphide,
cresols, naphtalene and tetraethyl lead.
Category B - Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a hazard to either marine resources or human health or cause
harm to amenities or other legitimate uses of the sea and therefore justify the application if special
anti-pollution measures. Examples are acrylonitrile, carbon tetrachloride, ethylene dichloride and
phenol.
Category C - Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a minor hazard to either marine resources or human health
or cause minor harm to amenities or other legitimate uses of the sea and therefore require special
operational conditions. Examples are benzene, styrene, toluene and xylene.
Category D - Noxious liquid substances which if discharged into the sea from tank cleaning or
deballasting operations would present a recognizable hazard to either marine resources or human
health or cause minimal harm to amenities or other legitimate uses of the sea and therefore require
some attention in operational conditions. Examples are acetone, phosporic acid and tallow.
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Operating Instructions 10.2 Channel Management
10.2 Channel Management
Automatic Setting Procedure

The AIS system cannot function unless all AIS systems communicate on the same VHF channels and
unless the communication bandwidth and the transmission level are correctly set. The settings needed
for this are normally made automatically as described in the following.
☞ It is also possible to make a setting manually, but this should only be done in exceptional cases after
the ship's command personnel have been informed accordingly, see page 142.
VHF channels 2087 and 2088 are used worldwide for the two AIS channels.
As default values, AIS channel A uses the VHF channel 2087 the AIS channel B uses the VHF channel
2088, and for both channels, the bandwidth setting is Auto, and transmission is performed with power
level High.
In particular geographical regions or situations, it is necessary to deviate from these settings. The neces-
sary values are received via the AIS channels. 1)
These data also contains the information about the region in which these settings are to be used,
including the transition zone surrounding that region.
The switch-over is performed automatically when the ship is
Sees
located in the transition zone. This is done in the following steps:
A, B, D, E, F
- As soon as the ship reaches the boundaries of the transition
zone, one AIS channel is set to the different VHF settings Sees Sees
B, C, D C, D, F
(with the other AIS channel remaining unchanged) and the
alarm Channel management changed is shown. As a result,
the targets situated inside and on either side of the transition
zone are now seen 2) and the ship is also seen by these A C E
targets; see the diagram.
- On leaving the transition zone, the second AIS channel is also
switched over to the different VHF settings. B D F
The general effect is that a ship which is not located in the transi-
tion zone does not see any targets located behind the transition
zone.
Region with Area with
different VHF Transition default VHF
settings zone settings
1) However, these data can also be transferred by DSC. The AIS electronics unit also has a DSC receiver, so that even AIS electronics units
which do not have their AIS channels set correctly can receive these data.
2) When the channel management is used, this usually changes the VHF channels. This example refers to such a change
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10.2 Channel Management Operating Instructions
Viewing of Data Sets for the Electronics Unit Settings

AIS SETTINGS
The display appears in the AIS SETTINGS Dialog CHANNEL
CHANNEL MANAGEMENT
MANAGEMENT: Click on the MENU button, and then click on
AIS DATA SET USED
AIS. Click on the AIS SETTINGS button with MORE, and then CH A CH B
(with DO) click on CHANNEL MANAGEMENT. SELECT TX RX TX RX
CH NUMBER 2087 2088
There, the settings that are currently effective are displayed:
BANDWIDTH AUTO AUTO
The status of the displayed data set is shown in the top line: POWER LEVEL HIGH
Before DATA SET: PAGE 1 2 STORE NEXT
- (no entry): Default values
MORE CLOSE
- AIS: Data have been received via one of the VHF trans-
ceivers. With the MORE button the other AIS OBJECT
- DSC: Data have been received via the DSC transceiver. DATA Dialogs can be opened
- MAN: Data have been entered manually.
After DATA SET:
- USED: The data currently being used by the AIS electronics unit
- NOT USED: Data are currently not being used by the AIS electronics unit.
- EDITED: The displayed data have been altered manually but have not yet been stored.
In the line SELECT, there is a display for channel A and channel B, indicating whether the trans-
mitter (TX) and/or the receiver (RX) is switched on.
By clicking on PAGE 2, the rest of the data in the data set
(geographical region and transition zone) can be displayed.
BANDWIDTH AUTO AUTO
If there are any more data sets, they can be called up with the POWER LEVEL HIGH
NEXT button.
PAGE 1 2 STORE NEXT
DO CLOSE
Entering a Data Set Manually
1. Call the AIS SETTINGS Dialog CHANNEL MANAGE-
MENT (as described above). AIS SETTINGS
CHANNEL MANAGEMENT
2. Enter the given values. NORTHEAST
☞ Only data sets for regions up to a distance of a few
LAT
LON
55:00.000 N
012:00.000 E
hundred NM can be entered.
SOUTHWEST
3. Click on the STORE button. After the appropriate LAT 54:00.000 N
answering of a safeguard question, the edited data set is LON 011:00.000 E
stored. TRANSITION ZONE 5 NM
WARNING: PAGE 1 2 STORE NEXT
Changes of the VHF channels in use (by MORE CLOSE
entering a data set) shall be done by author- DO
ised and well skilled personnel only. Each With the MORE button the other AIS OBJECT
DATA Dialogs can be opened
change may have a serious influence on the
VHF communication between AIS systems.
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Operating Instructions 10.3 Displaying Own AIS Data and AIS State
10.3 Displaying Own AIS Data and AIS State
Own AIS Data

The display of own AIS data takes place in a manner similar to MORE
that of the display of the additional AIS target data (see page
125) if, with MORE, you click on own ship's symbol instead of DISPLAY OWN AIS DATA
an AIS target, and then click on DISPLAY OWN AIS DATA. DO
AIS State
AIS OBJECT DATA
In the Multidisplay, after clicking on IDENTIFICATION, the addi- DO
TARGET ID Own Ship
tional AIS OBJECT DATA Dialog AIS STATE can be opened. IDENTIFICATION
The fields UTC to ROT contain information about own naviga-

tional sensors whose data are transmitted as own AIS data. IDENTIFICATION
Page 125 NAVIGATION DATA
AIS OBJECT DATA
☞
SHIP DATA
SHIPAIS OBJECT
DATA DATA
External means that the GPS receiver connected exter-
DO AIS STATE
nally to the AIS electronics unit is being used for this
purpose.
Internal means that the internal GPS receiver in the AIS AIS OBJECT DATA
TARGET ID Own Ship
electronics unit is being used for this purpose.
AIS STATE
ROT Other source means that an approved ROT sensor UTC Clock OK
is not being used, and so only the direction but not the rate POSN External DGNSS
of the heading change is transmitted. In this case, only the SOG/COG External
direction of turn (port/starboard manoeuvre) can be HDG Valid
displayed on the receiving system. ROT Other source
CH MAN 24.03.02 11:43
In the field CH MAN, the time of the last change of channel
MORE CLOSE
management data as reported by the AIS electronics unit is
stated. With the MORE button the other AIS
OBJECT DATA Dialogs can be opened
10.4 Reducing the Transmission Power when Loading and Unloading Tankers
During the loading and unloading of tankers, the transmission power of the AIS transmitter must be
reduced for safety reasons. This Low Power mode is only admissible by regulations for this particular situ-
ation. The corresponding button is therefore only provided on tankers, and the Low Power mode can only
be switched on when the navigational state AT ANCHOR or MOORING is entered in the AIS VOYAGE
DATA Dialog; see page 139.
This setting is made in the AIS SETTINGS Dialog AIS
AIS SETTINGS
CONTROL:
AIS CONTROL
Click on the MENU button, and then, in the AIS menu, click the
AIS SETTINGS button. In the Multidisplay, the AIS SETTINGS
Dialog AIS CONTROL appears. LOW POWER MODE OFF
Switching on the Low Power mode: Set LOW POWER MODE

DO
to ON.
On completion of the loading procedure, the Low Power mode must be switched off again by setting the
button LOW POWER MODE to OFF.
☞ If the operator forgets to deactivate the Low Power mode, the transmitter is automatically switched
to normal power when AT ANCHOR or MOORING is no longer entered as the navigational state, or
when the own ship´s speed exceeds 3 kn.
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10.5 Switching Off the Transmitter Operating Instructions
10.5 Switching Off the Transmitter
If necessary, the transmitting of your own AIS data can be completely prevented:
This setting takes place in the AIS SETTINGS Dialog AIS
CONTROL: AIS SETTINGS
AIS CONTROL
Click on the MENU button, and then, in the AIS menu, click
the AIS SETTINGS button. In the Multidisplay, the AIS TRANSMITTER ON
SETTINGS Dialog AIS CONTROL appears.
DO
By clicking on the TRANSMITTER area, the transmitter part
of the AIS electronics units switched on and off.
CAUTION:
The transmitter should not be switched off except in justified exceptional
cases, because when it is switched off, own ship can no longer be
detected as an target by other ships and cannot participate in the
communication between ships, equipped with AIS.
☞ The status TRANSMITTER ON/OFF is stored with date and time and can also be called up after an
accident at sea.
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MULTIPILOT 11 AIS Aids-to-Navigation and Base Stations
11 AIS Aids-to-Navigation and Base Stations

◆ Data display of the AIS Aids-to-Navigation and base
stations
◆ Transmitting a safety message to a base station
AIS Aids-to-Navigation are navigation marks which are reported by the AIS electronics unit. Base
stations are shore stations which form part of the AIS system. Both object classes are displayed in the
PPI/chart area if their display is not switched off - see page 70.
For the display of the Aids-to-Navigation, the same symbols are used as for the maps, the User Chart
Objects and the electronic chart of type ENC. In addition, they are marked by means of a blue circle.
Symbol of the base stations:
The information about the Aids-to-Navigation and base stations can be displayed. It is also possible to
send safety messages to base stations.
Displaying Data of Aids-to-Navigation and Base Stations

1.DO 1.DO
or
1. Click the desired Aid-to-Navigation or base station
symbol 1). In the Multidisplay, the AIS OBJECT DATA
Dialog IDENTIFICATION then appears, with the data of the
clicked object: AIS OBJECT DATA
2.DO AID-TO-NAV
AID-TO-NAV: The object is an Aid-to-Navigation or IDENTIFICATION
BASE STATION: The object is a base station. MMSI 266492671
MMSI: Maritime Mobile Service Identity, definite identifica- NAME
tion of the AIS system (and hence of the object) TYPE
NAME: Name of the Aid-to-Navigation Buoy, lateral
TYPE: Type of the Aid-to-Navigation starboardhand
2. After clicking on IDENTIFICATION, the AIS OBJECT DATA

Dialog NAVIGATION DATA can be opened, as with the MORE CLOSE
display of the additional AIS target data - see page 125.
There, the position, bearing and range of the object are OBJECT DATA Dialogs can be opened
displayed.
Transmitting a Safety Message to a Base Station

In the case of a base station, the button SEND SAFETY MESSAGE is present in the AIS OBJECT DATA
Dialog IDENTIFICATION. By clicking on that button, the AIS SAFETY MESSAGE Dialog is opened. From
that Dialog, a safety message can be sent to this base station - see page 135.
Alternative method of opening the AIS SAFETY MESSAGE Dialog: Click on the base station symbol with
the MORE key, and then click on the SEND SAFETY MESSAGE button (with the DO key).
1)
Alternative method for base stations: Click on the base station symbol with the MORE key, and then click on the button SHOW AIS DATA
(with the DO key).
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11 AIS Aids-to-Navigation and Base Stations MULTIPILOT
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MULTIPILOT 12 Alarm Settings for Targets, Track- and Sensor Monitoring
Operating Instructions 12.1 Target Alarm Settings
12 Alarm Settings for Targets, Track- and Sensor Monitoring

◆ Acquisition and guard zones
◆ Computations for collision avoidance; setting of the TCPA and
CPA limits
◆ Track monitoring
◆ Depth alarm
◆ Suppression of certain alarms
For operation and functions of the chart monitoring refer to Section 24 on page 217.
12.1 Target Alarm Settings
For the automatic target acquisition of the radar, two acquisition/guard zones are available; they are inde-
pendent of one another.
Each acquisition/guard zone consists of a segment of a circle which moves along with the selected radar
antenna as its centre. The depth of the segment is 1 NM in each case. Its diameter (range) and angle
can be adjusted.
The function of the acquisition/guard zone and the alarms generated with the aid of that zone are
described on page 115.
The task of switching the acquisition/guard zone on and off
is performed in the TARGET ALARMS Dialog: Click on the TARGET ALARMS
MENU button, and in the ALARMS menu click on the ACQUISITION / GUARD ZONES
TARGET ALARMS button. The TARGET ALARMS Dialog ZONE 1 ZONE 2
then appears on the Multidisplay.
Alternative for opening the Dialog: Click on the horn Page 148 DANGEROUS TARGETS
symbol with MORE and then (with DO) on TARGET TCPA LIMIT 15 min
ALARMS. CPA LIMIT 0.5 NM
Page 119 AUTO AIS TGT ACQ
1.MORE
CLOSE
ALARM SETTINGS 2.DO

TARGET ALARMS
TRACK/DEPTH ALARMS Page 148
SENSOR MONITOR Page 105
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12 Alarm Settings for Targets, Track- and Sensor Monitoring MULTIPILOT
12.2 Track Monitoring (Track Alarms and Waypoint Approaching Alarm) Operating Instructions
Setting the Computation for Collision Avoidance

The setting procedure takes place in the TARGET ALARMS Dialog: Click on the MENU button, and in
the ALARMS menu click on the TARGET ALARMS button. The TARGET ALARMS Dialog then appears
on the Multidisplay.
Switching the Computation for Collision Avoidance On and Off

The computation for collision avoidance is switched on and off
TARGET ALARMS
with the DANGEROUS TARGETS button.
Changing the TCPA / CPA Limits DO

DANGEROUS TARGETS
Click on the TCPA LIMIT or on the CPA LIMIT field, and then TCPA LIMIT 15 min
enter the value with the virtual keyboard. CPA LIMIT 0.5 NM
DO
Reference of the TCPA / CPA data DO
The computation for collision avoidance is executed for the reference position as shown in the
REF = CON / RADAR indicator in the position sensor display(see Section 5.4).
12.2 Track Monitoring (Track Alarms and Waypoint Approaching Alarm)
When a System Track is defined, every radar indicator and every CHARTPILOT checks continuously
whether the course defined by the System Track is being maintained, whether the ship‘s System Position
is situated on the System Track, and how much time remains until arrival at the wheel-over point 1) of the
TO-waypoint. 2) If one of the limits entered for this purpose is exceeded, an alarm is given if the relevant
alarm function is in the switched-on state.
The settings for this are made in the TRACK / DEPTH
ALARMS Dialog: Click on the MENU button, and in the TRACK / DEPTH ALARMS
ALARMS menu click on the TRACK/DEPTH ALARMS
LIMITS COURSE 10 °
button. The TRACK / DEPTH ALARMS Dialog then appears 999 m
TRACK
on the Multidisplay.
WPT APPROACH 120 sec
Alternative for opening the Dialog: Click on the horn
symbol with MORE and then (with DO) on TRACK / DEPTH ECHOSOUNDER
ALARMS. Page 151 DEPTH ALARM 999 m
CLOSE
Input of Course and Track Limit
Click on the COURSE or on the TRACK field, and then enter
the value with the virtual keyboard.
LIMITS COURSE 10 °
TRACK 999 m
DO
DO
1) For the case that the ship is beside the track, the wheel-over point is understood in these Operating Instructions as being a point on the
wheel-over line, a line that passes through the wheel-over point at right angles to the straight leg.
2) Insofar as the own speed is needed for the calculations, the indicator uses the data of the selected speed sensor.
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Operating Instructions 12.2 Track Monitoring (Track Alarms and Waypoint Approaching Alarm)
☞ Both limits also have a special significance for the TRACKPILOT (see next page).
If a TRACKPILOT is installed, the limits can be entered manually only at the radar indicator func-
tioning as TRACKPILOT Master (for TRACKPILOT Master, see page 269). If the TRACKPILOT uses
the Pilot Data 1) of the System Track then, on passing a waypoint, the limits that were entered in the
track for this waypoint become valid, see page 262.
Both values are automatically equalised system-wide, also with the values displayed in the TRACK-
PILOT SETTINGS dialog - see page 264; the last input is valid.
If no TRACKPILOT is installed, the manual input can be made at any indicator. No system-wide
equalisation takes place as a result of the manual input. But, if a System Track is defined, then on
passing a waypoint the limits that were entered in the track for this waypoint or parameter point
become valid and are displayed and used system-wide.
Adjusting the Indication of the Approach to the Wheel-Over Point

Click on the WPT APPROACH field, and then enter the value
with the virtual keyboard.
☞ If a TRACKPILOT is installed, the input can only be
performed at the radar indicator that is functioning as the DO
TRACKPILOT Master. The value is automatically equal-
ised system-wide. If no TRACKPILOT is installed, the
manual input can be made at any indicator. No system-
wide equalisation takes place as a result.
Switching the Output of the Alarms On and Off

For the radar indicator that is being operated, the output of the DO
alarms can be switched on and off. This is done jointly for the LIMITS COURSE 10 °
alarms regarding course and track by clicking on the LIMITS or TRACK 999 m
button, and for the waypoint approaching alarm it is done by DO
clicking on the WPT APPROACH button.
☞ If the TRACKPILOT is being operated in Track mode, this
setting is possible only on the radar indicator which is
switched to act as the TRACKPILOT Master. For the
reason, see below.
☞ The switched-on alarms are generated by each radar indicator and each CHARTPILOT individually,
and must also be acknowledged on each of these units. To avoid multiple acknowledgement, it is
recommended that the alarms should be switched on at one unit only, for example on the unit which
is preferably switched to act as the TRACKPILOT Master.
Reason for the Limitations Mentioned Above

The TRACKPILOT too performs the checks described above as soon as it is in a steering mode. The
circumstances which lead to the limitations described above are as follows:
- The approach to the wheel-over point is monitored by the TRACKPILOT in Track mode only (Track
mode see page 256).
- The checks concerning the track deviation and course deviation are performed by the TRACKPILOT
as soon as it is in a steering mode, i.e. in Heading mode or Course mode also, but then not relative
to the System Track (see below and on page 255).
- With the track alarm limits, the TRACKPILOT changes its control behaviour also. To prevent unin-
tentional influencing of the TRACKPILOT, setting of the limits is possible only on the TRACKPILOT
Master. There, the input can take place in the TRACK / DEPTH ALARMS dialog or in the TRACK-
PILOT SETTINGS dialog. The value that is entered last appears automatically in both dialogs on all
1) Pilot Data see page 262.
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12.2 Track Monitoring (Track Alarms and Waypoint Approaching Alarm) Operating Instructions
radar indicators and in the Alarm Settings menu of the CHARTPILOTs. In this way, it is ensured
that the same limits are used for the monitoring actions taking place simultaneously on the radar indi-
cators, on the CHARTPILOTs and on the TRACKPILOT.
- If the TRACKPILOT is being operated in Heading mode or Course mode, it performs the check for
track deviations and course deviations relative to the track that is entered as the set course, i.e. not
relative to the System Track. In this case, the alarms generated by the radar indicators (COURSE
LIMIT EXCEEDED, TRACK LIMIT EXCEEDED and APPROACHING WAYPOINT) can appear on
all radar indicators and CHARTPILOTs, and in addition the track alarms generated by the TRACK-
PILOT (TP COURSE LIMIT and TP TRACK LIMIT) can appear on the TRACKPILOT Master.
- If the TRACKPILOT is being operated in Track mode, it likewise performs the check relative to the
System Track. To avoid double alarms, the alarms generated by the radar indicators are
suppressed, and only the alarms generated by the TRACKPILOT can appear on the TRACKPILOT
Master. There, the alarm TP WPT APPROACHING generated by the TRACKPILOT also appears
when the wheel-over point is being approached.
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Operating Instructions 12.3 Depth Alarm
12.3 Depth Alarm
If the water depth measured under the transducer by the connected navigation echosounder is less than
the limit that is entered for this, the depth alarm DEPTH LIMIT EXCEEDED is given.
The settings for this are made in the TRACK / DEPTH ALARMS Dialog: Click on the MENU button, and
in the ALARMS menu click on the TRACK/DEPTH ALARMS button. The TRACK / DEPTH ALARMS
Dialog then appears on the Multidisplay.
Alternative for opening the Dialog: Click on the horn symbol with MORE and then (with DO) on TRACK
/ DEPTH ALARMS.
Input of the Depth Limit

Click on the DEPTH ALARM field, and then enter the value
with the virtual keyboard. TRACK / DEPTH ALARMS
☞ The input can be performed on any radar indicator and any

CHARTPILOT of the system. The value is automatically
equalised system-wide. The most recent input is valid. ECHOSOUNDER
DEPTH ALARM 20 m
DO
For the radar indicator that is being operated, the output of the
depth alarm can be switched on and off by clicking on the DO ECHOSOUNDER
DEPTH ALARM 20 m
DEPTH ALARM button.
☞ The Depth display, available in the Multidisplay or in the Conning mode contains the depth limit line
if the output of the depth alarm is switched on.
The alarm that is switched on is generated individually by each radar indicator and each CHART-
PILOT, and must also be acknowledged on each of these units. To avoid multiple acknowledgement,
it is recommended that the alarm should be switched on at one unit only, for example on the unit
which is normally switched to act as the TRACKPILOT Master.
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12.4 Squat Warning and Alarm Operating Instructions
12.4 Squat Warning and Alarm
If the ship is being steered by TRACKPILOT, the system is continuously monitoring the relation between
the speed and the measured water depth. This monitoring is based on a ship specific threshold which is
depending on its hull construction data 1). Hereby, a warning and an alarm level can be generated in order
to inform the operator about a potential squat effect which could reduce the steering ability (the course
stability) of the ship. The squat warning and the squat alarm can be switched on and off independently if
the TRACKPILOT is in an active steering mode. Both alerts are only activated if the alarm times set in
the TRACK/DETH ALARMS menu have been passed, that means the threshold must have been
exceeded for a longer time than specifieed by the operator.
Input of the Alarm/Warning times
Click on the SQUAT WARNING or the SQUAT ALARM field
and enter the value with the virtual keyboard. TRACK / DEPTH ALARMS
SQUAT WARNING 30 sec

SQUAT ALARM 60 sec
DO
Buttons are insensitve if TRACKPILOT is

OFF
12.5 Suppressing Certain Alarms
Sea areas exist where some of the available alarms are

activated repeatedly and could distrub the navigatioanl ALARM SETTINGS
tasks of the operator, therefore the output of the alarms Page 327 BUZZER
LOST TARGET(n) for AIS targets, DO AIS LOST TARGET
POSITION STATUS CHANGED, DO POSITION STATUS CHANGED
LOG STATUS CHANGED and DO LOG STATUS CHANGED
BRIDGE ALARM SYSTEM 2) DO BRIDGE ALARM SYSTEM
can be switched on and off by the operator: In the ALARM
menu, click on SETTINGS and then with DO on the corre-
sponding button.
1) The parameters for the calculation of this threshold must have been set for the warning an alarm function on service level.
2) The availability of the BRIDGE ALARM SYSTEM button can be set on service level.
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MULTIPILOT 13 Trial Manoeuvres
Operating Instructions 13.1 General
13 Trial Manoeuvres

◆ Setting a trial manoeuvre
◆ Relative and true display of the trial manoeuvre
13.1 General
Trial manoeuvres are needed mainly for collision avoidance. In this process, a planned manoeuvre of
own ship is simulated and the effect of this manoeuvre on the targets being tracked or plotted is checked
in a graphic display. 1)
The trial manoeuvre can be specified by
- simulation of a course change, including the radius to be used by the ship and
- the period of time up until the beginning of the simulated manoeuvre (the delay) and by
- simulation of a speed change at the instant of the manoeuvre.
There are two display modes available:
- At the instant when the trial manoeuvre function is switched on, a switch-over to Relative Display
mode takes place. This display mode is used for fast setting of the necessary course-change, of the
delay and of the speed change.
- In True Display mode, the manoeuvre radius that can then be set and the acceleration 2) for the set
speed-changes are taken into account additionally.
☞ The target tracking/plotting and the automatic target acquisition are not interrupted during the execu-
tion of a trial manoeuvre.
☞ It is recommended to use the trial manoeuvre function in relative mode in order to evaluate the
change of relative target data. If the true mode is used, it is recommended to select a speed sensor
with water stabilisation (water track).
Switching On the TRIAL MANOEUVRE Dialog

Click on the buttons MENU, UTILITIES and TRIAL
TRIAL MANOEUVRE
MANOEUVRE one after the other. This causes switching into
the Relative Display of the radar synthetics. The general CSE 298 ° SPD 19.5 kn
screen-stabilisation (TM or RM) and the alignment of the DELAY 0 min RAD
heading line remain unchanged. REL TIME
ID 9 13
In the Multidisplay, the TRIAL MANOEUVRE Dialog appears, TCPA 4:29 14:20 min
with the following data: CPA 0.13 1.78 NM
- CSE: The currently existing course 3) BCT 4:09 6:34 min
- SPD: The currently existing speed 3) BCR 0.20 0.46 NM
- DELAY: 0 minutes. CLOSE
- ID, TCPA, CPA, BCT, BCR: Current data of the two
targets selected last, see 2 T a r g e t s D i s p l a y on page 124.
1) As the own speed, the indicator uses the values shown in the speed display.
2) The acceleration behaviour of the ship is entered at service level during setting-to-work.
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13 Trial Manoeuvres MULTIPILOT
13.1 General Operating Instructions
The following changes occur in the PPI:

- In the lower region of the PPI, a large, flashing is shown to draw attention to the fact that the trial
manoeuvre display is switched on and that, consequently, the symbols and vectors of the targets
being tracked are no longer being displayed in accordance with the real situation that actually exists
at that time.
- The vector display (of the targets) is switched on.
- The vectors are displayed relative.
- Past position plots, if any exist, are displayed relative.
☞ Because the currently existing values were taken over, no manoeuvre has been simulated yet.
Past position plots

are displayed Trails remain
relative unchanged
Targets get
relative vectors
Identification
marking of trial
manoeuvre display
Display before switch-on of the trial manoeuvre Display after switch-on of the trial manoeuvre
(with true vector display) (the target on the right is on a collision course)
3) The resultant value used for the display of the own ship vector
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Operating Instructions 13.2 Setting the Trial Manoeuvre in Relative Display Mode
13.2 Setting the Trial Manoeuvre in Relative Display Mode
Because the vector display during the trial manoeuvre is a relative display, a collision course can be
recognised from the fact that the vector of a target is pointing towards the own ship symbol (constant
bearing). A manoeuvre must be simulated which avoids this constant bearing while at the same time
fulfilling other conditions (e.g. keeping within the channel, avoiding shallow water, etc.).
A suitable vector-length should be set.
Simulating a Course Manoeuvre

Click on the CSE field, set the trackball to the desired course change, and 2.
1.DO
press the DO key for the second time.
☞ During adjustment, the simulated course change is displayed in the
CSE 10°
3.DO
CSE field, and after the second DO click the resulting course is
displayed there.
A course change of max. 90° can be simulated.
Because of the Relative Display mode, the speed vectors are rotated by the simulated course-
change.
Setting the Time Instant of the Simulated Manoeuvre

Click on the DELAY field, use the trackball to set the time that is to pass 1.DO
2.
before the simulated manoeuvre begins, and press the DO key for the
second time. DELAY 8 min
☞ The situation at the point in time defined by the delay value is now 3.DO
displayed. The own ship symbol and the speed vectors have been
shifted accordingly. If the display of the past position plot is switched
on, the shifted target-vectors can be assigned to the targets by
means of dashed lines.
Past position plots have rotated in the
simulation of the course change
Trails remain
unchanged
Heading lines of AIS targets
remain unchanged
Distance up until the

Vectors position plots have rotated in the trial manoeuvre, as
simulation of the course change selected with DELAY
No risk of collision
(vector shows suffi-
ciently large passing
distance from the trial
manoeuvre position)
Trial manoeuvre
position
Relative display after setting of a trial manoeuvre

which would prevent a collision
If no suitable manoeuvre can be found by means of these two settings, a speed change must be simu-
lated:
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13.3 Checking the Trial Manoeuvre in True Display Mode Operating Instructions
Simulation of a Speed Change 2.

1.DO
Click on the SPD field, use the trackball to set the speed at which the ship
SPD 13 kn
is to travel from the beginning of the simulated manoeuvre onwards, and
3.DO
press the DO key for the second time.
☞ Because of the Relative Display mode, the simulated course-change causes a change in the direc-
tions and lengths of the speed vectors. The display is based on the simplifying assumption that, from
the beginning of the manoeuvre onwards, the ship travels at the set speed.
Rules for the Avoidance of Collision Courses:

1. There must be no speed vector of a target pointing towards the own ship symbol of the trial
manoeuvre.
2. The target data displayed in the TRIAL MANOEUVRE Dialog refer to the manoeuvre that was just
simulated. The distances must be adequate.
☞ The ID field goes red as soon as the target data in the simulated manoeuvre fall below the
preset TCPA/CPA limits.
3. All manoeuvres and parameter settings must take place in accordance with the collision avoidance
rules and good seamanship.
13.3 Checking the Trial Manoeuvre in True Display Mode
In True Display mode, the trial manoeuvre is displayed with true vectors. Both the radius planned for the
manoeuvre and the acceleration behaviour for the speed change that is set are taken into account. All
settings made in Relative Display mode can still be changed in True Display mode.
Switch-On of the True Display Mode

DO
The switch-over between true and Relative Display mode is
REL
performed in the TRIAL MANOEUVRE Dialog by clicking on the
REL or TRUE button.
☞ It is possible at any time to switch between the two display TRIAL MANOEUVRE
modes without any loss of data or information. CSE 359 ° SPD 19.5 kn
☞ It is recommended to use the true trial manoeuvre together

DELAY 8 min
TRUE
RAD 2.0 NM
TIME 0 min
with a speed sensor giving speed through water (WT).
☞ Whenever it is not sure that the calculated data are correct
or stable, it is recommended to perform the Trial Manoeuvre
in REL mode.(See page 155)
As a result of the switch-over, the following changes occur:
- True vectors are displayed.
- Own ship and targets are shown at their currently existing positions.
- The trial manoeuvre line is displayed. It represents the track on which the ship would perform the
simulated manoeuvre. The radius displayed behind RAD in the Multidisplay is taken into account.
The simulated manoeuvre-radius can now be changed:
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Operating Instructions 13.4 Switching Off the Trial Manoeuvre Display
Changing the Simulated Manoeuvre-Radius 2.

1.DO
Click on the RAD field, use the trackball to set the radius with which the
RAD 1.0 NM
course change is to take place, and press the DO key for the second time.
3.DO
Checking the Trial Manoeuvre
By means of TIME, the instant of time that is to be considered can be set: 2. To check,
1.DO
Click on the TIME field and, with the trackball, vary the time instant that is vary this
to be displayed. By continuous variation, a synchronised display of the 10 min

TIME
simulated own ship positions and target positions takes place. If, for all
TIME values, an adequate distance between own ship symbol and the
target symbol is displayed, the trial manoeuvre will not show a dangerous
approach.
End the check by pressing the DO key.
If necessary, any of the trial manoeuvre settings can now be changed and the check can be repeated.
Trial manoeuvre line
Radius that is set Radius that is set with RAD

with RAD
The present own position

Positions after the time
entered at TIME
Display after switch-over to True Display mode Check by variation of the TIME input
13.4 Switching Off the Trial Manoeuvre Display
Switching off is performed by pressing the CLOSE button of the TRIAL

DO
MANOEUVRE Dialog.
CLOSE
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13.4 Switching Off the Trial Manoeuvre Display Operating Instructions
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MULTIPILOT 14 Events and Position Fixes
14 Events and Position Fixes

◆ Display, setting and deleting of event markers
◆ Display, setting and deleting of position fixes
All event markers and position fixes generated in the system are displayed in the Chart Radar mode and
in the ECDIS mode. This display cannot be suppressed.
In the Radar mode, event markers and position fixes can only be set, whereas in the Chart Radar mode
and ECDIS mode, they can also be deleted.
Symbols Used:
Position fix Time of the fix
Event marker (hours and minutes, UTC)
1342
Freely editable text
Container
dG
Method of position-determination
(abbreviation defined in ECDIS rules)
☞ The display of the text labels is switched on/off in the TEXT LABELS
field in the CHART menu, see page 77.
Further items of information (date, time of setting, geographical position) can be seen in the INFO window
of the ECDIS mode.
Setting an Event Marker Menu in the or

1a.DO
Radar mode EVENT
1. Click on the EVENT button or press the EVENT key, and
EVENT
then click on the DROP EVENT button. At the existing 1b.DO
DROP EVENT
own position, an event marker is displayed in the PPI/ SET POSITION FIX
chart area. In the Multidisplay, the DROP EVENT Dialog PRINT SCREEN
appears. There, the date and time are recorded (in UTC)
under DATE and TIME. Page 33
2. If the event marker is not to be set at the existing own DROP EVENT
position: click on the event marker, and then click on the POSITION
desired event position (within the PPI). The position of the LAT 54:44.000 N
LON 012:00.000 W
event marker is displayed under POSITION in the DROP
EVENT Dialog. DATE TIME
Alternative: click on the event marker and enter the posi- 24/06/02 11:43:27
tion into the LAT/LON fields of the DROP EVENT Dialog.
3 DO
REMARK
3. If the event marker is to be provided with a text label, this
label can now be entered under REMARK. 4 DO
DROP CLOSE
4. By clicking of the DROP button, the event marker is
stored with the set data and is therefore displayed on all
indicators of the system, where the Chart mode or the
ECDIS mode is switched on.
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14 Events and Position Fixes MULTIPILOT
If the Radar mode is switched on, the symbol disappears (because the display of the event markers
is not possible in Radar mode).
Final setting of the event marker can be prevented by clicking of the CLOSE button instead of the
DROP button.
Deleting Event Markers 2a.DO
1. Switch to Chart Radar mode or ECDIS mode. EVENT

2b.DO DROP EVENT
2. Click on the EVENT button or press the EVENT key, and
DELETE EVENTS
then click on the DELETE EVENTS button. The EVENT Menu in the SET POSITION FIX
button becomes the DELETE button and flashes green/ Chart Radar DELETE POSITION FIXES
yellow. mode and in PRINT SCREEN
the ECDIS ANCHOR WATCH
3. Delete the event marker by clicking. As long as the DEL mode
EV button is flashing, other event markers can be deleted
in the same way. DELETE
Flashing
4. The deletion function of the cursor is switched off by
clicking into the PPI with the MORE key or by clicking
again (with the DO key) on the DELETE button.
Setting a Position Fix

1. Switch to Chart Radar mode or ECDIS mode. 2a.DO
or EVENT
2. Click on the EVENT button or press the EVENT key, and EVENT
then click on the SET POSITION FIX button. At the DROP EVENT
existing own position, a position fix symbol is displayed in DELETE EVENTS
2b.DO
the PPI/chart area. In the Multidisplay, the SET POSITION SET POSITION FIX
DELETE POSITION FIXES
FIX dialog appears. There, the date and time are recorded
PRINT SCREEN
(in UTC) under DATE and TIME. ANCHOR WATCH
3. If the position fix is not to be set at the existing own posi-
tion: click on the position fix symbol, and then click on the
desired position fix position (within the PPI). The position is SET POSITION FIX
displayed under POSITION in the SET POSITION FIX POSITION
dialog. LAT 54:44.000 N
Alternative: click on the position fix symbol and enter the LON 012:00.000 W
position into the LAT/LON fields of the SET POSITION FIX DATE TIME
dialog. 24/06/02 11:43:27
4. The method of position determination must be entered. For 4 DO
POSITION FINDING METHOD
this purpose, click on the POSITION FINDING METHOD dG - DGPS
field. A list will then open up. In that list, click on the 5 DO
SET CLOSE
method used.
5. By clicking of the SET button, the position fix is stored with the set data and is therefore displayed
on all indicators of the system, where the Chart mode or the ECDIS mode is switched on.
If the Radar mode is switched on, the symbol disappears (because the display of the position fixes
is not possible in Radar mode).
Final setting of the position fix can be prevented by clicking of the CLOSE button instead of the SET
button.
Deleting Position Fixes

As for D e l e t i n g E v e n t M a r k e r s but, instead of DELETE EVENTS, press the DELETE POSITION FIXES
button.
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MULTIPILOT 15 Editing of Pre-planned Tracks
15 Editing of Pre-planned Tracks

◆ Editing and modification of tracks
◆ Management of tracks
Before a Pre-planned track can be displayed and used in the PPI/chart area, it must be edited and stored
on a CHARTPILOT or on a radar indicator. After that, it is available on all items of equipment in the
system.
Pre-planned tracks are accommodated in catalogues, and can be identified within the catalog by means
of a track number and a track name. Catalogues can be created and also - if necessary - deleted.
Tracks can be generated (edited), and existing tracks can have their contents altered, or can be assigned
to other catalogues, or can be deleted.
☞ It is recommended that the CHARTPILOT should be used for this task. Tracks can be edited much
more conveniently there, e.g. on the basis of the electronic chart, and also with higher nautical safety
as a result of the available test possibilities. Furthermore, some of the track data can be entered only
on the CHARTPILOT.
☞ The CHARTPILOT should always be in the switched-on state when work on tracks is being done on
the radar indicator, since the track data are physically stored in the CHARTPILOT too.
The Dialogs that are needed in connection with the editing of the tracks are opened from the TRACK
menu which is opened by clicking on the TRACK button. The following description is based on this menu.
Opens the LOAD TRACKS list for

- Loading of the track that is to be altered or copied TRACK
- Determining the track number for new tracks
Opens the EDIT TRACK list and EDIT TRACK Dialog for
- Editing (generating and changing) of tracks LOAD... EDIT...
- Creating catalogs
- Assigning tracks to other catalogs CLEAR... DELETE...
Opens the DELETE TRACKS list for

- Deletion of tracks
- Deletion of catalogs
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15 Editing of Pre-planned Tracks MULTIPILOT
15.1 Generating a New Pre-planned Track Operating Instructions
15.1 Generating a New Pre-planned Track
Input of Management Data of the Track

1. First of all, it is necessary to define which catalog the track is to be stored in, and under which
number:
Defining the track number and the catalog: In the TRACK menu, click on the LOAD button, then,
in the Multidisplay, click on the desired catalog and see which track number is not yet being used.
Close the LOAD TRACKS list with the CLOSE button.
2. Calling up the EDIT TRACK Dialog: In the TRACK
menu click on the EDIT button. As a result, the EDIT EDIT TRACK
TRACK list appears in the Multidisplay. No. Name
3a.DO
☞ All of the tracks loaded are listed there. Tracks are
< NEW >
loaded by calling them up for display - see page 71. 1305 BRIXHAM-MIAMI 2
3. Let the marker remain at <NEW>, and open the EDIT 1306 BRIXHAM-MIAMI 5
TRACK Dialog by clicking on the EDIT button. 3b.DO
EDIT CLOSE
4. Inputting the track number: Click into the EDIT TRACK
field and enter the number of the track.
5. Specifying the catalog: Click into the CATALOG field; in the SELECT CATALOG list which then
opens, mark the desired catalog and click on SELECT.
6. Inputting the track name: It is entered in the NAME field.
The EDIT TRACK Dialog
Catalog Number and name of the track Aborting of editing;

no saving of the entries
Ending the editing properly;
entries are saved EDIT TRACK
CATALOG Management data
Number and name of
the waypoint NAME
STORE CLOSE Waypoint data
Editing function; this is activated (flashing) by WPT 1
clicking, and is selected with the MORE key. NEW
Switching over between the
PAGE 1 2 3 pages of the waypoint data
Sailing mode
RHUMB LINE TO WAYPOINT
Track control mode RADIUS 1.00 NM Page 1 of the
Radius LAT 054:11.000 N waypoint data
LON 012:08.575 E APPLY
Position of the waypoint Take-over of the parameter data
(Display and alphanumerical input) entered on pages 1 to 3
PAGE 1 2 3
Course limit COURSE LIMIT Page 2 of the
waypoint data
TRACK LIMIT
Track limit
ECONOMY
Rudder economy APPLY Take-over of the parameter data
entered on pages 1 to 3
Profile speed PAGE 1 2 3

Page 3 of the
PROFILE SPEED
Planned speed waypoint data
PLANNED SPEED
Take-over of the parameter data

APPLY entered on pages 1 to 3
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Operating Instructions 15.1 Generating a New Pre-planned Track
Waypoint Data
Each waypoint has the following parameters:
- Number of the waypoint. This identifies the waypoint, is allocated consecutively within the track,
and can be displayed in the PPI/chart area.
- Name of the waypoint. This appears in the waypoint list when the TO-waypoint is being defined;
see page 74. This entry is not obligatory.
- Position of the waypoint. Geographical position based on WGS 84.
- Curve radius. Radius of the curve along which the ship is to sail at the waypoint.
- Sailing mode. This specifies whether a track section longer than 25 NM from this waypoint to the
next one is to be sailed as a rhumb line (Rhumb Line mode) or as a great circle (Great Circle
mode) 1).
- Track control mode, course limit, track limit, rudder economy: These are further Pilot Data by
means of which the TRACKPILOT can be parameterised automatically by the track that is to be
sailed by the ship (see page 262). Their meaning is explained in Section 31. The course limit and
the track limit can also be used to control the track monitoring; see page 148. Furthermore, the track
limit is of special significance for the chart monitoring (see Section 24.2 ff).
- Profile Speed, Planned Speed: With these data, the SPEEDPILOT can be parameterised automat-
ically by the track that is to be sailed by the ship. In addition, the Planned Speed is used for the
calculation of the passage plan that is carried out at the CHARTPILOT and for the geometrical check
that is performed as soon as the track is to be defined as the System Track; see page 73.
In general, the values entered for the TO-waypoint become effective at the wheel-over point of the TO-
waypoint. Exceptions:
- Does not always apply for use by the TRACKPILOT; see page 262.
- The Planned Speed and the Profile Speed become effective at the wheel-over point of the FROM-
waypoint.
General Editor Characteristics

A track is edited as follows: Beginning with waypoint No. 1, the waypoints are entered by defining of the
waypoint position. During this process, the waypoint number is automatically defined consecutively.
All other data are taken over from the preceding waypoint, unless the data are altered before the input
of the next waypoint. Therefore, while the first waypoint is being entered, it is a good idea in most cases
to already enter the data that are relevant for many waypoints. The following description is based on that
approach. If the track is to be used by the TRACKPILOT and/or SPEEDPILOT, then different input strat-
egies might be meaningful. They are described in the Operating Instructions of the CHARTPILOT and are
also specially supported by the editor that exists there.
Subsequently,
- all parameter data can have changes and additions made to them,
- entered waypoints can be shifted,
- additional waypoints can be entered, and
- waypoints can be deleted.
1) Track sections shorter than 25 NM are sailed as a rhumb line.

Great circle approximation: If the Sailing mode GREAT CIRCLE has been entered at a waypoint on the pre-planned track and the
distance from the next waypoint is larger than 25 NM, this leg is automatically approximated to a great circle. For this purpose, the program
divides this leg into subsections, each having a length of 10 NM, and places the ends of these subsections on the great circle. If the
approach track computed as the temporary track is longer than 25 NM, the same also occurs with that approach track.
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15.1 Generating a New Pre-planned Track Operating Instructions
The process of Selecting the editing function that is neces-

sary for this in each case is done by clicking on the editing func- WPT 1
tion button with the MORE key and then clicking on the desired 1. MORE
NEW
function with the DO key. NEW
SELECT
The editing function is activated by clicking on the editing 2. DO
MOVE
function button. This is also in the active state immediately after DELETE
an editing function has been selected. The fact that the editing
function is active is indicated by the fact that the editing func- Is active (flashing)
tion button is flashing. MOVE
The active editing function is deactivated by clicking on the DO
(flashing) editing function button or by clicking into the PPI/chart Is not active
area with the MORE key. MOVE
Entering of Waypoints
Entering of the First Waypoint.

NEW
1. Activate the editing function NEW (button must then flash)
2. Enter all of the necessary parameter data. To do this, switch over to the other pages of the waypoint
data with the aid of the buttons PAGE 2 and PAGE 3.
In Sailing mode and Track Control mode, it is possible to switch over between the two possibilities
by clicking. In the case of all other parameters, input is performed by means of the virtual keyboard
after clicking on the input field.
3. The definition of the waypoint position can either be determined graphically or entered alphanu-
merically, whichever is desired:
Alphanumeric input: Any desired position can be entered. Entering takes place in the LAT and
LON fields on page 1. When the APPLY button is then clicked, all of the data entered for this
waypoint are taken over and a switch-over to the editing of the next waypoint takes place automat-
ically. The next waypoint number is displayed.
WARNING:
It must be ensured that the position entered refers to the chart datum
WGS84.
Graphic input: This is performed by clicking on the position in the PPI/chart area. This also causes
data take-over and switching forward (in the same way as with the APPLY button).
☞ During this process, the geographical coordinates of the cursor position are displayed in the
cursor display.
WARNING:
This position might be faulty, e.g. if an incorrect position offset has been
entered.
Input of the Other Waypoints

Editing function NEW is still active.
If necessary, alter the parameter data that were taken over before the first waypoint (this alteration can
also be made later) and enter the position of the next waypoint.
☞ In the graphic input process, the distance and direction of the cursor position relative to the previous
waypoint are displayed at the cursor.
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Operating Instructions 15.1 Generating a New Pre-planned Track
☞ In the alphanumeric input process, when you click on the LAT and LON fields the coordinates of the
preceding waypoint appear. To alter them, you can jump to the right by entering the point.
Enter the other waypoints in the same way.
If the radius is entered, it is displayed in the track.
7
If the waypoints have been positioned so unfavourably
(short distance between waypoints, acute angles) and/or the 9
track lines
radii have been chosen so large that the ship will probably
not be able to sail along the track, this situation is indicated
by means of a special display of the track:
NM
- The track lines (the straight lines up to the FROM-
0
x. 2
waypoint and up to the NEXT-waypoint) are extended
ma
as far as the waypoints.
- In the display, the circular arc defined by the radius is
moved along the track line to the last waypoint until it
fits between the two track lines. 8
- This movement takes place up to the FROM-waypoint Behind the curve end of waypoint 7, this
curve does not fit into the angle formed
at the most, but not further than up to a distance of by waypoints 7, 8 and 9. Therefore, the
20 NM between the beginning of the curve and the curve is shown displaced, and the display
waypoint. of the pre-planned track is interrupted by
the display of the track lines.
Remedy (also possible later): Alter the parameter "Radius" or move the waypoint - see below.
Making Alterations or Additions to the Parameter Data

1. Activate the editing function SELECT (button must then flash). SELECT
2. The process of selecting the waypoint that is to be altered can take place
graphically or alphanumerically, whichever is desired:
Alphanumeric selection: Click into the waypoint number field and enter the desired number.
Graphic selection: Click on the waypoint in the PPI/chart area.
3. Make alterations or additions to the parameter data, and take the resulting parameter data over into
the track by pressing the APPLY button.
Moving of Waypoints
1. Activate the editing function MOVE (button must then flash).
MOVE
2. The process of selecting the waypoint that is to be altered can take place
graphically or alphanumerically, whichever is desired:
Alphanumeric selection: Click into the waypoint number field and enter the desired number.
Graphic selection: Click on the waypoint in the PPI/chart area.
3. The definition of the new waypoint position can either be determined graphically or entered alphanu-
merically, whichever is desired - see page 164.
Entering Additional Waypoints.

NEW
1. Activate the editing function NEW (button must then flash)
2. Define the waypoint in front of which the additional waypoint is to be inserted. The process of
selecting the waypoint that is to be altered can take place graphically or alphanumerically, whichever
is desired, see above, M o v i n g o f W a y p o i n t s .
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15.2 Modifying an Existing Track Operating Instructions
Exception: If the last waypoint is selected, the new waypoint is inserted behind it (the track is length-
ened).
3. The definition of the new waypoint position can either be determined graphically or entered alphanu-
merically, whichever is desired - see page 164.
Deletion of Waypoints
DELETE
1. Activate the editing function DELETE (button must then flash).
2. Either click in the PPI/chart area on the waypoint that is to be deleted, or enter the number in the
waypoint number field.
Ending the Editing Process

Editing is ended by clicking on the STORE button. All entries
are stored. STORE CLOSE
☞ If the entries are not to be stored, the editing can be ended DO DO

by clicking on the CLOSE button.
15.2 Modifying an Existing Track
If an existing track is to be modified, this track must be selected for display - see page 71.
1. Calling up the EDIT TRACK Dialog: In the TRACK menu, open the EDIT TRACK list with the EDIT
button.
2. By clicking, mark the track that is to be modified.
3. In the EDIT TRACK list, open the EDIT TRACK Dialog by clicking on the EDIT button.
4. The changes take place as described in Section 15.1.
15.3 Generating a New Track on the Basis of an Existing Track
The track that is to be used as the basis must already be selected for display - see page 71.
1. It is first necessary to define which catalog the track is to be stored in, and under which number.
Specifying the track number and the catalog: In the TRACK menu, click on the LOAD button,
and then click on the desired catalog and see which track number is not yet being used. Close the
list with the CLOSE button.
2. Calling up the EDIT TRACK Dialog: In the TRACK menu, open the EDIT TRACK list with the EDIT
button.
3. By clicking, mark the track that is to be used as the basis.
4. In the EDIT TRACK list, open the EDIT TRACK Dialog by clicking on the EDIT button, and enter the
track number, the track name and (if necessary) the catalog - see page 162.
5. By clicking on the CLOSE button, a copy of the opened track is saved under the new number.
6. Mark the new track in the EDIT TRACK list and open the new track again with the EDIT button.
7. The changes and additions take place as described in Section 15.1.
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Operating Instructions 15.4 Managing the Pre-planned Tracks
15.4 Managing the Pre-planned Tracks
Creating a New catalog

A catalog is created if, in step 5 during the entering of the management data (see page 162) in the
process of generating a track, a new catalog name is entered in the field under Select catalog instead
of the marking of a catalog. When the EDIT TRACK Dialog is closed with the CLOSE button, a message
appears, stating that the new track cannot be stored because the catalog entered does not exist, and a
question appears, asking whether the catalog is to be created. If this question is answered with Yes, the
catalog is created.
Deletion of Tracks and Catalogs

DELETE TRACKS
1. In the TRACK menu, open the DELETE TRACKS list with /
the DELETE button. Initially, all catalogs that have been Catalogs
WORLD
created are listed there. NORTHSEA
BALTIC
2. Mark the desired catalog by clicking, and click on the 1.DO
ATLANTIC
DELETE button. As a result, the list of tracks that are
contained in the catalog appears.
3. By clicking, mark the track that is to be deleted, and click 2.DO
DELETE CLOSE
on the DELETE button. As a result, the marked track is
irretrievably deleted.
4. Repeat step 3 for any other tracks that are to be deleted.
If there are no more tracks present in the catalog that has DELETE TRACKS
been opened and if the DELETE button is then clicked, the /ATLANTIC
No. Name
catalog is deleted.
3a.DO 1306 BRIXHAM-MIAMI 5
1307 FREEPORT-MIAMI
1308 FREEPORT-MIAMI 1
3b.DO
DELETE CLOSE
Giving a Different Number to a Track or Assigning a Track

to a Different catalog
In the first step, the track is copied and is stored under the new number or in a different catalog. The
steps needed for this are identical to steps 1 to 5 described in Section 15.3.
In the second step, the track under the old number or in the previous catalog is deleted - see above.
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15.4 Managing the Pre-planned Tracks Operating Instructions
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MULTIPILOT 16 Editing User Chart Objects
Operating Instructions 16.1 Overview
16 Editing User Chart Objects

◆ Editing the User Chart Objects:
- Lines
- Symbols
- Areas
- Text notes
◆ Distribution of User Chart Objects
16.1 Overview
With the aid of the User Chart Objects, the charts can be supplemented by the user's own objects. These
objects do not depend on the type of chart used, and can be displayed independently of the chart in Chart
Radar mode and in ECDIS mode.
User Chart Objects can optionally be edited on all CHARTPILOTs and all MULTIPILOTs of the system.
There is only one set of User Chart Objects in the system; edited data are automatically distributed
system-wide, i.e. stored on all hard disks and displayed when required.
As User Chart Objects, the following objects can be entered:
Symbols: Buoys, beacons, anchorage areas, wrecks. They differ graphically from the corresponding
ENC symbols (presentation: paper charts) by the additional (orange) marking .
Lines:
Own safety lines: Lines for the marking of unsafe areas. They are displayed as orange lines with
hatching . The hatching points in the direction of the unsafe area. They are used as a
basis for chart monitoring (see page 217).
Feature lines: Used to display any lines (without functions for chart monitoring). They appear as
continuous orange lines.
Own MARPOL lines: Lines for the marking of areas that are relevant according to MARPOL 73/
78 1). These appear as dashed green/red lines. They are used as a basis for chart monitoring (see
page 225).
Areas:
Feature areas: To display any areas (without functions for chart monitoring). They appear as trans-
parent ochre areas with a brown border.
Danger highlights: Areas for the marking of dangerous areas and individual dangers. They appear
as transparent red areas with a thick red border. They are used as a basis for chart monitoring (see
page 217).
Anchor watch areas: These areas define anchoring zones that can be monitored (see page 225).
They appear as orange-bordered areas filled with orange anchor symbols. The most important
editing method for this is described in Section 25. This section explains how, in special cases, it is
possible to edit further types of anchor watch areas for which certain monitoring functions are not
active.
Text notes: Notes which are fixed at a geographical position and are marked there by means of a
symbol. The (orange) symbol ! is provided for the marking of danger messages, and the (orange)
symbol i is provided for all other notes. The notes appear at the symbol on the screen when the
display of the text labels is switched on (in the CHART menu). However, in ECDIS mode they can
also be viewed at any time in the INFO window.
1) MARPOL 73/78 = The International Convention for the Prevention of Pollution of Ships, 1973
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16 Editing User Chart Objects MULTIPILOT
16.2 Preparing and Starting the Editing Operating Instructions
16.2 Preparing and Starting the Editing
☞ When you begin the editing work, you should be aware that there is no possibility of ending the
editing without storage and system-wide distribution. Objects that have been accidentally deleted
cannot be brought back again, and have to be edited anew.
For editing, the Chart Radar mode or ECDIS mode must be
selected. Editing is performed in the EDIT USER CHART EDIT USER CHART OBJECTS
OBJECTS dialog. NEW SYMBOL
Opening the dialog: Click on the CHART button, and then click BUOY, LATERAL
on the EDIT USER CHART OBJ. button. STARBOARDHAND
☞ If the display of the User Chart Object has not yet been AT POSITION
switched on, it is switched on by the opening of the dialog. LAT 55:35.285 N
LON 008:36.437 W APPLY
Editing can take place only if the selected range does not exceed
48 NM and if there is no User Chart Object editor open on the CLOSE
other MULTIPILOTs and CHARTPILOTs of the system. If one of
these conditions is not fulfilled, the editing function button (see
drawing) is yellow, is labelled NOT AVAIL, and cannot be oper-
ated. If the cursor is moved onto this button, the reason is stated. Editing function button
An editor that is open remains open when a change-over to
Radar mode or Conning mode takes place. In this case too, the EDIT USER CHART OBJECTS
editing function button is yellow, is labelled NOT AVAIL, and NOT AVAIL SYMBOL
cannot be operated.
16.3 Functions that are Applicable for All Object Types
Switching the Editing Function of the Cursor On and Off

By the clicking of the editing function button, the cursor obtains the editing function displayed on this
button. This is indicated by flashing of the button. The editing function can now be executed by clicking
into the PPI – see Section 16.4 to 16.7.
By clicking again on this button (or by clicking into the PPI with the MORE key), the editing function is
taken away from the cursor. The button stops flashing.
Selecting the Editing Function of the Cursor

EDIT USER CHART OBJECTS
If, with the MORE key, you click on the editing function button, 1.MORE
NEW SYMBOL
a context menu opens, showing a list of all editing functions of
the cursor that are available for the selected object type. Click BUOY, LATERAL
on the desired function.
NEW NEW NEW

2.DO
MOVE CONTINUE INSERT
DELETE INSERT MOVE
MOVE DELETE
REVERSE DELETE ALL
Editing functions of DELETE
the cursor for DELETE ALL
Editing functions of
symbols and text the cursor for polygo-
notes Editing functions of nale areas
the cursor for lines
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Operating Instructions 16.4 Editing of Symbols
Position Input
The geographical position of the symbols and of the points with which the lines and areas are defined
can optionally be inserted or moved by clicking at the position on the PPI 1) or by numeric input of the
insertion position.
☞ A position entered numerically is accepted if its distance from own ship is not more than 96 NM. This
applies to all display ranges that can be set during editing.
Inserting by numeric input of the position:
1. With the virtual keyboard, input the geographical coordi-
nates behind LAT and LON. AT POSITION
2. By clicking on the APPLY button, the point is inserted in LAT 55:35.285 N
LON 008:36.437 W APPLY
the map at the entered position.
1a.DO 2.DO
WARNING:
It must be ensured that the position entered 008:36.
refers to the chart datum WGS84. 1b. 1 2 3
4 5 6
16.4 Editing of Symbols
Symbols can be inserted, moved or deleted.
Specifying that Symbols are to be Processed Object type button

Set the object type button (see drawing) to SYMBOL.
1.DO EDIT USER CHART OBJECTS
NEW LINE
2.DO SYMBOL
LINE
AREA
Inserting a Symbol
TEXT NOTE
Before a symbol is inserted, it must be defined:
1. In the button situated below the editing function button,
select the symbol.
☞ All symbols that can be edited are listed. 3.DO
NEW SYMBOL
2. If the symbol can be supplemented by the addition of 1.DO
BUOY, LATERAL
elements, one of these elements is named in the button 2.DO
STARBOARDHAND
situated below that. Correct the element if necessary.
AT POSITION
3. Select the editing function NEW.
4. On the PPI, click on the insertion position. The specified object is inserted.
5. By repetition of step 4, further symbols with the same definition can be inserted.
1) In the following, only this version is mentioned for the sake of simplicity, although numeric input too is possible at all times.
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16.5 Editing of Lines Operating Instructions
Moving of Symbols
1. Select the editing function MOVE.
2. On the PPI, click on the symbol that is to be moved. NEW
MOVE
3. Click on the insertion position or input the insertion position numeri- DELETE
cally (see above).
4. By repetition of step 3, further symbols can be moved.
Deletion of Symbols
1. Select the editing function DELETE.
NEW
2. On the PPI, click on the symbol that is to be deleted. MOVE
DELETE
3. By repetition of step 2, further symbols can be deleted.
16.5 Editing of Lines
Lines are inserted by entering the line points one after another. Existing lines can be lengthened or
deleted. On these lines, line points can be inserted, moved or deleted. Furthermore, in the case of own
safety lines, the sides can be interchanged - see below.
During the setting, insertion and moving of the line points, the distance and direction of the cursor position
are shown relative to the preceding line point.
Y
Example: Inserting a point Z
X
— X — Y — Z — : Existing line
2.35NM
Distance and direction of the cursor as seen from point X 251.3° Cursor
(Values are stated on the extension of the line from point X to the cursor.).
Specifying that Lines are to be Processed

Set the object type button to LINES.
Inserting a New Line Object type button

1. In the button situated below the editing function button,
select the type. EDIT USER CHART OBJECTS
2.DO
2. Select the editing function NEW. NEW LINE
1a.DO
3. Set the starting point of the line by clicking on the PPI. OWN SAFETY LINE
OWN SAFETY LINE
☞
1b.DO
Each further clicking action sets the next point of the FEATURE LINE
OWN MARPOL LINE
line.
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Lengthening an existing Line

1. Select the editing function CONTINUE. NEW
2. On the PPI, click on the starting point or end point of the line. CONTINUE
INSERT
3. Click on the insertion position. MOVE
REVERSE
☞ Each further clicking action sets the next point of the line. DELETE
CONTINUE does not work at other than the starting or end point DELETE ALL
of a line.
Inserting a Point on a Line

1. Select the editing function INSERT.
NEW
2. Click on the line between the points where a point is to be inserted. CONTINUE
INSERT
3. Click on the position of the new point. MOVE
☞ Begin the next insertion with step 2.
REVERSE
DELETE
DELETE ALL
Moving a Point of a line
1. Select the editing function MOVE. NEW
2. On the PPI, click on the point that is to be moved. CONTINUE
INSERT
3. Click on the new position. MOVE
☞ Begin the next moving with step 2.

REVERSE
DELETE
DELETE ALL
Interchanging the Sides of an Own Safety Line
In the case of own safety lines, the side which points towards the unsafe area is provided with hatching.
If (at service level) the appropriate setting is made, the touching of the own safety line causes a chart
alarm if, and only if, it is touched from the safe area. If, after editing, the hatching is pointing in the wrong
direction, the sides can be interchanged with the aid of the REVERSE function:
1. Select the editing function REVERSE. NEW
CONTINUE
2. On the PPI, click on the own safety line whose sides are to be
INSERT
interchanged. MOVE
REVERSE
DELETE
DELETE ALL
Deleting a Point on a Line
1. Select the editing function DELETE. NEW
CONTINUE
2. On the PPI, click on the point that is to be deleted.
INSERT
☞ Each clicking action on another point of the line deletes that point. MOVE
REVERSE
DELETE
DELETE ALL
Deleting a Line Completely
1. Select the editing function DELETE ALL. NEW
2. On the PPI, click on the line that is to be deleted. CONTINUE
INSERT
☞ Each clicking action on another line deletes that line. MOVE
REVERSE
DELETE
DELETE ALL
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16.6 Editing of Areas Operating Instructions
16.6 Editing of Areas
16.6.1 Editing Danger Highlights and Feature Areas
These areas are inserted by entering the points of the boundary line one after another. Existing areas
can be deleted or changed by moving or deleting the points, or by inserting new points.
In the same way as for the editing of lines, here too the distance and direction of the cursor position rela-
tive to the point that was set last or relative to one of the adjacent points are displayed - see page 172.
Specifying that Areas are to be Processed Object type button

Set the object type button to AREAS. EDIT USER CHART OBJECTS
2.DO
NEW AREAS
Inserting a New Area 1a.DO
DANGER HIGHLIGHT
1. In the button situated below the editing function button, FEATURE AREA
1b.DO
DANGER HIGHLIGHT
select the area type. ANCHOR WATCH AREA
3. Set the first point of the boundary line by clicking on the PPI. Each further clicking action sets the
next point of the boundary line.
Changing and Deleting an Area

This work is done in exactly the same way as the changing or deletion of a line (described above).
16.6.2 Editing an Anchor Watch Area
It is advisable to edit an anchor watch area during the anchoring manoeuvre. The procedure for this is
described together with the anchor watch function in Section 25; see page 225. With the procedure
described there, an anchor watch area with the shape of a circular sector is created. This activates moni-
toring functions that are linked to this shape and only available in the RADARPILOT / MULTIPILOT.
Only if the anchor area may not have the shape of a sector can it be meaningful to use the procedure
described below to define an anchor watch area of a different form. Such special anchor watch areas can
be edited as a polygon, a circle or a zone shaped like a ring segment. These objects can be also gener-
ated on the CHARTPILOT.
Selecting the Shape of the Anchor Watch Area 1.DO
1. Set the object type button to AREAS. EDIT USER CHART OBJECTS
NEW AREAS
2. In the button situated below the editing function button, 2.DO
ANCHOR WATCH AREA
select ANCHOR WATCH AREA. 3a.DO
POLYGON
3. Using the button located below that, choose the shape. 3b.DO
POLYGON
CIRCLE
ZONE
The further procedure depends on which shape was chosen:
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Operating Instructions 16.7 Editing of Text Notes
Editing a Polygonal Anchor Watch Area

This work is done in exactly the same way as the editing of a danger highlight or a feature area
(described above).
Inserting a Circular Anchor Watch Area

1. Select CIRCLE instead of POLYGON or ZONE. EDIT USER CHART OBJECTS
2.DO
NEW AREAS
ANCHOR WATCH AREA
1.DO
3. Set the center of the circle by clicking on the PPI. CIRCLE
4. Using the cursor, pull the circle out to the desired size
and click again.
Inserting a Zone-Shaped Anchor Watch Area

1. Select ZONE instead of POLYGON or CIRCLE. EDIT USER CHART OBJECTS
4.DO
NEW AREAS
2. In the field WIDTH, enter the (radial) width of the zone.
ANCHOR WATCH AREA
1.DO
3. In the field ANGLE, enter the (segment) angle of the ZONE
zone. 2.DO
WIDTH 500 m ANGLE 40 °
4. Select the editing function NEW. 3.DO
5. Set the circle center (position of the anchor) by clicking on

the PPI.
6. Using the cursor, pull the zone out in the desired direction to the required size and click again.
Deleting an Anchor Watch Area

1. Select the editing function DELETE ALL. DELETE ALL
2. On the PPI, click on the anchor watch area.
16.7 Editing of Text Notes
Text notes can be inserted, moved or deleted. For each text note, a remark can be entered.
Specifying that Text Notes are to be Processed

Set the object type button (see drawing) to TEXT NOTE.
Inserting a Text Note

Object type button
Before a text note is inserted, the symbol to be used for it
and the remark must be defined.
2.DO
1. In the button situated below the editing function button, NEW TEXT NOTE
select the symbol: CAUTION for the marking of danger 1a.DO
CAUTION
messages, and INFORMATION for other notes.
1b.DO USER’S REMARK:
2. Enter the note in the USER'S REMARK field.
☞ The entry is not obligatory.
4. On the PPI, click on the insertion position. The specified text note is inserted.
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16.8 Ending the Editing Operating Instructions
5. By repetition of step 4, further text notes with the same definition can be inserted.
Moving and Deleting a Text Note

This work is done in exactly the same way as the moving or deletion of a symbol (described above).
16.8 Ending the Editing
Editing is ended by clicking on the CLOSE button. As a result of this, CLOSE

the edited objects are stored on the hard disk drive of the unit used for
editing, are sent to all CHARTPILOTs and MULTIPILOTs and are likewise stored on the hard disk drives
of these units. User Chart Objects which already existed on the hard disk drives and were not deleted
during the editing remain intact.
☞ It is only after the ending of the editor that the newly edited objects also become visible on the other
units of the system.
It is only possible to operate the User Chart Object editor on another MULTIPILOT or CHARTPILOT
if no other indicator has activated the editing program.
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MULTIPILOT 17 Editing the Map
Operating Instructions 16.8 Ending the Editing
17 Editing the Map

◆ Editing the map
◆ Symbols and lines of the map
As on all radar units of the RADARPILOT 1000 series, on the MULTIPILOT too objects of the map can
be edited in Radar mode, and can then be displayed on this radar unit in Radar mode. The resulting map
can be transferred directly or by diskette to the other radar units as well - see Section 49.5.
Various symbols and one line type can be edited. No areas can be edited for the map.
Symbols: Buoys, beacons, wrecks. They correspond graphically to the ENC symbols (presentation:
paper charts).
Line: The line is a thin, continuous white line.
Editing is done in exactly the same way as the editing of the corresponding User Chart Objects. Symbols
can additionally be selected graphically. The map editor has the same characteristics as those of the
User Chart Object editor described in Section 16. Therefore, only the map editor opening procedure and
the process of selecting the symbols graphically are described here. For all other steps, Sections 16.2 to
16.5. are applicable.
☞ If the edited data are to be transferred to other radar units too, it is important to know that, in the
case of transfer of the data by diskette, the map that exists on the destination unit will be completely
overwritten. To prevent loss of data in such cases, the map should always be edited on the unit
having the most up-to-date map.
Opening the Map Editor

EDIT MAP
For editing, the Radar mode must be switched on. Editing is
NEW SYMBOL
performed in the EDIT MAP dialog.
BUOY, LATERAL
Opening the dialog: Click on the MAP button, and then click on STARBOARDHAND
the EDIT MAP button.
☞
AT POSITION
If the display of the User Chart Objects has not yet been
LAT 55:35.285 N
switched on, it is switched on by the opening of the dialog. APPLY
LON 008:36.437 W
For continuation, see Section 16.3.
CLOSE
Selecting Graphically the Symbol to be Inserted

1.DO
1. Set the SYMBOL/LINE button to SYMBOL.

EDIT MAP
3.DO
2. Click into the graphics field and click on the desired NEW SYMBOL
symbol. BUOY, LATERAL
☞ The meaning of the selected symbol is displayed in
2.DO
STARBOARDHAND
the text fields.
All symbols that can be edited are shown.
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17 Editing the Map MULTIPILOT
16.8 Ending the Editing Operating Instructions
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MULTIPILOT 18 Displays in the Multidisplay
18 Displays in the Multidisplay

◆ Preparation and selection of the Multidisplay content
◆ Display to support the docking manoeuvre
◆ Enlarged display of the target video in the Zoom display
◆ Depth display
◆ Display of wind data, drift and set
In the Multidisplay, the items that can be displayed include not only the various Dialogs, which are
opened in various ways and which are described in the relevant context in these Operating Instructions,
but also four graphic displays and (optionally) the CAMERA Dialog. These are described in this section.
Control of the Multidisplay

Before a Dialog or a graphic display can be displayed in the Multidisplay, the Dialog or graphic display
must be switched on or opened. If several Dialogs or graphic displays are open, only one of them can be
displayed at a time. The Multidisplay can be imagined as consisting of a stack of Dialogs and graphic
displays, of which only the one at the upper surface is visible. In this connection, the following statements
are applicable:
In general, the Dialog or graphic display that was opened last is displayed.
If an alarm occurs, the (Dialog) alarm list is automatically opened and displayed. If the alarm list was
already open but was not being displayed, the occurrence of an alarm causes it to return to the surface.
The alarm list is closed automatically when there is no longer an alarm present.
In the context menu of the hidden OTHER button, all open Dialogs or graphic displays are listed. There,
the desired Dialog or graphic display can be brought to the surface by clicking.
☞ The functional principles of the hidden OTHER button are described on page 31.
If the context menu of the hidden OTHER button is too long and therefore too confusing, some
Dialogs and graphic displays that are not needed any more should be called up and closed by
means of their CLOSE button.
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18 Displays in the Multidisplay MULTIPILOT
18.1 Docking Display Operating Instructions
18.1 Docking Display
In the display ranges up to 1.5 NM, the distance and speed to a docking position can be displayed. For
this purpose, the docking position must first be defined on the PPI.
WARNING:
The computation might be based on faulty data (e.g. the ship contour
being displayed, which does not necessarily have to correspond suffi-
ciently accurately to the actual contour, or the data of the navigation
sensors), and so this display can only serve as an overview, and not as
the sole docking aid.
Switching the Docking Display On/Off

Click on the MENU button. Then, in the DISPLAY SETTINGS
menu, click on the DOCKING button.
As a result of switching on, the docking position symbol is addi- 2.DO MENU
DISPLAY SETTINGS
tionally set at own ship's position on the PPI.
At the same time, the Docking display appears on the Multidis- 3.DO
play. DOCKING
Specifying the Docking Position

DO
Shifting: Click into the circle of the docking position symbol.
Shift the symbol with the trackball, and at the desired position Shifting DO
press the DO key. The symbol is kept at this geographical posi- Rotating
tion.
Rotating: Click on the docking position symbol near to the circle but outside it. Rotate the symbol with
the trackball, and when the desired direction is reached press the DO key.
Adapting the Docking Display to Suit the Actual Starboard/Port Situation

In the Docking display, click on STBD or PORT.
PORT
DO
STBD Here, the arrangement in the Docking display can be

adapted to suit the actual starboard/port situation.
STBD arrangement:
The distance and speed between the starboard side at own
ship's bow and stern and the starboard side at the bow and
stern (respectively) of the docking position symbol
PORT arrangement:
The distance and speed between the port side at own ship's
bow and stern and the port side at the bow and stern (respec-
tively) of the docking position symbol
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Operating Instructions 18.2 Zoom Display
18.2 Zoom Display
In modes North-Up and Course-Up, an enlarged video display of a PPI excerpt can be switched on. You
can specify whether the excerpt is to remain at a fixed position or is to be moved along together with a
tracked/plotted target or with own ship’s position.
☞ In this Zoom display, the area enlargement factor is 9 (the linear enlargement factor is 3).
Only the video is contained in the zoom image, i.e. no synthetics.
If the display of trails is switched on for the PPI, the trails in the Zoom display are always displayed
in True mode. This is indicated by a T in the upper right-hand corner of the Zoom display.
Switching the Zoom Display On/Off

Click on the MENU button, and then click on the ZOOM button
2.DO MENU
in the DISPLAY SETTINGS menu. DISPLAY SETTINGS
As a result, the zoom frame is set in the PPI at a fixed position
3.DO
around own ship's position. The frame marks the area displayed ZOOM
in enlarged form in the Zoom display.
At the same time, the Zoom display appears in the Multidisplay.
T = trails are displayed as true
trails in the Zoom display
MORE
ZOOM OFF
FIX ABS T
FIX REL
This menu appears after the MORE key has been used to click into the Zoom
display or on the zoom frame at its contour.
- Clicking on ZOOM OFF switches off the Zoom display.
- Clicking on FIX REL or FIX ABS switches over between a fixed Zoom
display and a Zoom display which is carried along (with own ship's position).
Clicking causes a switch-over between a fixed zoom frame (display FIX ABS) and a Zoom display
which is carried along (with own ship's position) (display FIX REL).
Display FIX TGT: The zoom frame is carried along with a target.
Positioning the Zoom Frame

Click into the Zoom display; then, at the desired position in the PPI, press the DO key.
Alternative: In the PPI, click on the zoom frame at its contour, position the zoom frame with the trackball,
and press the DO key.
☞ When the zoom frame reaches the PPI boundary, it is kept there so that it can be accessed at any
time. In this case too, the area marked by the frame is displayed in the Zoom display.
Switching Over between a Fixed Zoom Display and a Zoom Display being Carried Along with Own
Ship
The switch-over is done by clicking on the FIX ABS / FIX REL button situated in the Zoom display.
FIX ABS = the zoom frame has a fixed position.
FIX REL = the zoom frame is carried along with own ship, maintaining a constant distance and bearing
relative to own ship.
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18.3 Depth Display Operating Instructions
Carrying the Zoom Display Along with a Target

Click on the tracked/plotted target with the MORE key, and
1.MORE
then click on ZOOM FIXED ON TARGET (with the DO
key). The FIX ABS / FIX REL button situated in the Zoom
display now indicates by means of FIX TGT that the zoom 2.DO
ZOOM FIXED ON TARGET
frame is being carried along with the target displayed in the
frame.
☞ By clicking on the FIX ABS / FIX REL button or by positioning the zoom frame, the zoom frame is
set at a fixed position again and the Zoom display is no longer connected to the target.
18.3 Depth Display
If there is an echosounder connected, the actual and past depth can be displayed in the Depth display.
Switching the Depth Display On/Off

2.DO MENU
menu, click on the DEPTH button. DISPLAY SETTINGS
3.DO
DEPTH
Setting the Display Range

Click into the depth scale, then click on the desired display range. If you click on AUTO there, the display
range is automatically adapted to suit the measured values.
If an echosounder with several transducers is installed,

the selected transducer is noticed here.
If the depth alarm is switched on (see page 151), a red line is shown
at the set depth limit.
DO
AUTO The depth range is automatically adapted

10 m to suit the measured depth.
50 m
100 m
150 m
500 m
1000 m
Water depth under the keel measured by the navigation

echosounder at the location of the selected transducer
including the depth history of the past 10 minutes
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Operating Instructions 18.4 Wind Display
18.4 Wind Display
If there is a wind sensor connected, the wind data and the set and drift caused by the current can be
displayed numerically and graphically on the Wind display.
Switching the Wind Display On/Off

2.DO MENU
menu, click on the WIND button. DISPLAY SETTINGS
3.DO
Specifying whether the Wind is to be Displayed True or WIND
Relative
Switch-over is performed by clicking into the top right-hand field
(T or R) of the Wind display.
Specifying whether the Wind Speed is to be Displayed in kn or in m/s

The switch-over is performed by clicking into the numerical field of the wind speed.
Wind direction and wind speed

R = relative wind, T = true wind;
switch-over by clicking
Ship symbol represents the present gyro heading

Yellow arrow pointing inwards: Wind direction
Blue arrow pointing outwards: Direction of the current
Red line: Actual course = gyro heading + drift angle
Direction and speed of the current,

If the selected speed sensor supplies both Bottom Track data and Water
Track data, the set and drift are computed from these. If the selected speed
sensor supplies only Bottom Track data or only Water Track data, the
system also uses data from other connected sensors. If a transverse compo-
nent is absent, the displayed values do not indicate the drift vector correctly.
This is the case, for example, if the longitudinal speed from the EM log is
supplemented by the speed over ground (from the GPS receiver).
See also page 290.
If data entered manually are taken into

account in the computation of set and drift,
the fields have a yellow background.
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18.5 Camera Control (Optional Function) Operating Instructions
18.5 Camera Control (Optional Function 1))
From the radar indicator, it is also possible to control a target tracking camera that is suitable for this
purpose. The direction and focus of the camera (camera position) can be automatically kept at a fixed
position or on a tracked ARPA or AIS target.
Switching the Camera Control On/Off

2.DO MENU
Click on the MENU button, and then click on the CAMERA DISPLAY SETTINGS
button in the DISPLAY SETTINGS menu.
3.DO
CAMERA
As a result, the green camera symbol is set in the PPI
around own ship's position. At the same time, the CAMERA
Dialog appears in the Multidisplay.
Display and switch-over of the camera control mode:

FIXED ON HEADING: Camera does not perform tracking 1) CAMERA
FIXED ON TARGET: Camera performs tracking of a target FIXED ON TARGET
FIXED ON POSITION: Camera is kept at a fixed absolute position
BRG 236.1 ° R
RNG 1.24 NM
Display and setting of the relative bearing and range relative to the tracked target
T CRS 142.5 °
Course and speed of the fixed target (only with FIXED ON TARGET) T SPD 7.3 kn
LAT 54:44.000 N
Geographical coordinates of the camera position LON 012:00.000 W
1) Appears only after switch-on of the camera control CLOSE

function and on failure of the gyro; cannot be selected.
Setting the Camera Control

1. Click into the camera symbol; then, at the desired position in the PPI, press the DO key.
If the symbol is not set on a tracked target, the camera control mode Fixed on Position is switched
on and the camera position is fixed at this geographical position.
If, during this process, the symbol is set on a tracked target, the camera control mode Fixed on
Target is switched on (camera symbol = ) and the camera position tracks the target.
2. If the camera is to be fixed at a geographical position at which there is a tracked target, then in Fixed
on Target mode by clicking into the control mode field POSITION instead of TARGET can be
selected.
3. After clicking of the BRG field or RNG field, the camera position can be shifted relative to the fixed
target or fixed position.
☞ With the arrow keys of the virtual numeric keyboard, setting is performed continuously.
☞ When the camera symbol reaches the PPI boundary, it is kept there on the correct bearing.
1)
An additional Interface Expander (390003846) is needed for this purpose. The camera control interface is not implemented in Radar1100
or NACOS xx-5 COM-Expanders respectively.
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MULTIPILOT 19 Quick Info Box
Operating Instructions 19.1 Contents of the Quick Info Box
19 Quick Info Box

◆ Contents of the Quick Info box
◆ Operating procedure for the stopwatch
◆ Setting the zone time
19.1 Contents of the Quick Info Box
The position of the cursor defines which data are to be displayed in the Quick Info box:
If the cursor is situated in the PPI:
Time that would be needed in order to reach the
cursor position at the present speed.
Time of arrival at the cursor position if own ship approaches

the cursor position at its present speed
If the cursor is not situated in the PPI:
Stopwatch (for operating procedure, see Section 19.2)
Date, time, time zone

UTC: The time displayed is UTC
ZT: The time displayed is a zone time (date and time entered as
per Section 49.4, plus the time zone entered as per Section
19.3).
If the cursor is situated on an area that can be operated and the help function is switched on:
☞ For switching on the help function, see page 33
Function of the DO key at the cursor position
Function of the MORE key at the cursor position
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19 Quick Info Box MULTIPILOT
19.2 Operating Procedure for the Stopwatch Operating Instructions
19.2 Operating Procedure for the Stopwatch
Starting the Stopwatch

DO
The stopwatch is started by clicking on the start symbol .
The previous timing value is reset to zero. Now, the time
which has elapsed since the stopwatch was started is
CLOCK: 01:23:14
displayed.
☞ The fact that the stopwatch is running can be recog-
nised from the fact that the rectangular symbol is CLOCK: 00:00:01
displayed black and not grey (insensitive).
Displaying the Intermediate Time

1.DO
1. An intermediate time can be displayed by clicking on
the pause symbol . The stopwatch continues to
run in the background.
CLOCK: 00:17:33
2.DO
2. To again display the time which has elapsed since the

starting of the stopwatch, you must click on the start
CLOCK: 00:17:33
symbol again.
CLOCK: 00:17:49
Stopping the Stopwatch

DO
The stopwatch is stopped by clicking on the stop
symbol . The time period measured is now displayed in
grey and remains unchanged until the stopwatch is started CLOCK: 00:26:06
again.
CLOCK: 00:26:06
19.3 Setting the Time Zone
After clicking on the ZT field, the time zone can be entered.

This setting acts throughout the entire system and can be set DO
between –13 to +13 hours.
☞ The time zone can also be set on any connected
CHARTPILOT.
1 2 3
4 5 6
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MULTIPILOT 20 Evaluation of the Radar Video
Operating Instructions 20.1 Achievable Radar Range
20 Evaluation of the Radar Video

◆ Achievable radar range
◆ Radial and azimuthal distortions of the radar video
◆ Influences of fog, rain, snow, hail
◆ Reflections from the sea surface
◆ Disturbances caused by other radars
◆ False or indirect echo displays
◆ Sectors of reduced radar visibility
◆ Superrefraction - subrefraction
◆ SART detection, Racon identification
◆ Transmission formats
◆ Sector Blanking
20.1 Achievable Radar Range
The theoretically achievable radar range limited by the curvature of the earth depends on the height
of the antenna above the water surface and the height of the target, and is applicable under normal
atmospheric conditions - see the following table.
Antenna Height Theoretically Achievable Radar Range

Above Water Surface at a Target Height of
1m 3m 10 m 30 m 100 m 300 m 1000 m
8m 9 NM 12 NM 13 NM 18 NM 28 NM 44 NM 76 NM
15 m 11 NM 13 NM 16 NM 21 NM 31 NM 47 NM 79 NM
30 m 12 NM 16 NM 19 NM 23 NM 34 NM 50 NM 82 NM
Whether radar targets can be detected up to this theoretical range, even with optimum video setting,
depends not only on the atmospheric conditions but also on the characteristics of the target:
- Large targets with good reflection characteristics produce strong echo signals and are displayed with
corresponding clarity on the screen.
- Smaller targets situated in the shadow of large objects are not illuminated by the radar pulses and
are therefore not displayed.
- Flat coasts have an unfavourable reflection cross-section and cannot be recognized until they have
been approached more closely. On the other hand, high coastlines and mountainous regions further
inland are recognised at a very early stage.
- In the coastal approaches, the tide rip lines and surf areas are displayed similarly to coastlines.
However, this rather irritating display can be a valuable orientation aid for the coastal navigator.
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20 Evaluation of the Radar Video MULTIPILOT
20.2 Distortions of the Radar Video Operating Instructions
- The reflections of radar waves from ice depend largely on the surface structure of the areas illumi-
nated by the radar. Rough and jagged surfaces produce good echo displays, whereas smoothly
frozen-over surfaces, rounded surfaces and surfaces at an oblique angle generally reflect the trans-
mitted pulses away from the ship. Thus, for example, the echo display of large icebergs can fluctuate
extremely severely, depending on the existing aspect.
- The detection of low-lying blocks of ice (growlers) probably presents the greatest uncertainty:
WARNING:
Even if the anticlutter facilities are operated carefully, the echoes from
growlers can no longer be definitely identified if moderate disturbances
from the sea surface are present.
20.2 Distortions of the Radar Video
Because of the physical characteristics of the radar principle used, the video displayed does not corre-
spond exactly to the position and form of the reflecting target. A distinction must be drawn between radial
distortions (in the direction of the target) and azimuthal distortions (perpendicular to the target direction)
- see figure on next page.
Radial Distortions
Radial distortions in the direction of transmission are caused by the fact that a target reflects the trans-
mitted pulse for as long as the pulse is moving past the target 1). Thus, radial lengthening depending on
the pulse duration occurs on the screen. In the case of range measurements, it must be noted that the
echo edge facing own ship corresponds to the true front edge of the target.
If there are several targets behind one another with small (radial) distances between them, they are
shown separately on the screen if, and only if, their distance apart is so large that the radial lengthened
echoes do not overlap.
Azimuthal Distortions
Azimuthal distortions are caused by the width of the beam radiated by the antenna. A point target
appears wider the further away it is. At a distance of 10 NM with a horizontal antenna-beamwidth of 1.5°,
an individual target is displayed as an arc with a length of 480 m. Because of this effect, individual targets
situated beside one another can merge to form a single target.
Not only individual targets but also small spits of land aligned in the radial direction appear wider than
they really are, and radially oriented entrances appear narrower than in reality.
☞ As a result of azimuthal distortions and/or changes in the target position, the radar centroid of a
target can change, especially at short range. In the case of a target being tracked, this can lead to
a sudden change in the displayed vector.
In addition to these undesirable azimuthal distortions, targets can also be deliberately widened with
increasing distance, so that narrow, close-range targets too can be seen clearly. This function is used in
the Clean Sweep modes Medium and High. It ensures that the azimuthal distortion corresponds to the
radial distortion over a wide range of distances. Because the radial distortion depends on the pulse
length, the targets are displayed particularly large by the selection of long pulse.
1) The pulse length setting LP thus generates larger radial distortions than SP.
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Operating Instructions 20.3 Undesirable Echo Displays and Effects
Width of the beam radiated

Two adjacent targets merge to by the antenna
form one radar echo (azimuthal
distortion)
A spit of land is displayed wider
An entrance is
Two targets behind one displayed narrower or
another merge to form one not at all
radar echo (radial distortion)
Radar video
Land contour
Radar video
Actual size of the target Azimuthal distortion
Radial distortion
Radial and azimuthal distortions of the radar video
20.3 Undesirable Echo Displays and Effects
Disturbances of the radar video are caused by

- meteorological processes,
- reflections from the sea surface,
- radar signals from other transmitters,
- false echo displays,
- sectors of reduced radar visibility,
- superrefraction and subrefraction.
Influences of Meteorological Processes

The influence of meteorological phenomena such as fog, rain, snow or hail on the radar video increases
with the size of the droplets in relation to the radar wavelength, and with the density of the droplets. The
shorter-wave X-Band radar (with a wavelength of 3 cm) is therefore generally impaired more severely by
meteorological influences than is the longer-wave S-Band radar (10 cm wavelength).
X-Band Radar
Even in the X-Band radar, fog causes practically no disturbances, whereas precipitations with larger drop-
lets attenuate the transmitted radar pulses and thus weaken to a greater or lesser extent the display of
targets situated behind extensive areas of precipitation. Furthermore, throughout their entire extent, rain,
snow and hail reflect part of the transmitted energy and produce echoes in the form of milky areas in the
radar video (backscatter).
Because of the very different signal structures of useful targets and rain areas, rain clutter can be notice-
ably reduced by the rain clutter suppression function.
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20.3 Undesirable Echo Displays and Effects Operating Instructions
In the case of strong, extended areas of rain, the losses become so great that the achievable range is
reduced very severely. Useful targets might be completely concealed.
S-Band Radar
The S-Band radar „sees“ through the rain with practically no attenuation losses, and even detects targets
in and behind a rain area. The echo signals caused by the rain are only displayed weakly. Similar behav-
iour is exhibited in the case of hail and snow.
In this case too, unusually heavy rain can reduce the achievable ranges and thus cause sudden loss of
targets.
Reflections from the Sea Surface

Clutter echoes from the surface of the sea can be recognised from the fact that a mostly circular but
eccentric area displaced in the wind direction and having non-uniform brightness is formed around the
own ship symbol (sea clutter). These echoes make targets in this region more difficult to detect and track,
but they have no effect on the display of targets situated behind the reflection zone.
These disturbances are more severe in the case of a radar antenna mounted high up than for one
mounted lower down. The area covered by these disturbances increases with increasing sea state, and
is increased particularly by steeper waves.
With the aid of the sea clutter suppression function, the disturbance echoes described above can be
reduced. However, since this also weakens the display of targets and because the target might not be
displayed with every revolution of the antenna, maximum concentration by the observer is necessary. In
the case of automatic target tracking, the sea clutter suppression function can lead to the loss of targets
due to the attenuation of the signals.
Disturbances Caused by Other Radars

Transmissions from other radars working in the same electrical frequency band occur as disturbances in
the form of small points or dashes. These move in rapid succession along straight or curved tracks to the
centre of the screen or in the opposite direction.
These disturbances appear particularly clearly at the larger range settings, but they impede radar obser-
vation to an insignificant extent only. They can be almost completely eliminated by means of the Inter-
ference rejection function.
False or Indirect Echo Displays

False or indirect echo displays ("ghost echoes") occur as a result of reflection of the radar pulses by the
ship's own superstructures of all kinds and by nearby objects that reflect very well. Therefore, a typical
feature of these echoes is that they appear at the bearing of the reflecting surface, regardless of the real
position of the targets.
When two ships pass one another on parallel courses, multiple echoes can often be observed as a result
of pulses reflected to and from several times between the ships' sides. On the screen, a series of equis-
paced echo displays of decreasing intensity appears at the bearing of the object.
Sectors of Reduced Radar Visibility

Sectors of reduced radar visibility occur as a result of own ship's superstructures which impair and
prevent rectilinear propagation of the radar pulses. Theoretical determination of the geometry of these
sectors and of their influence on the display of targets is possible to an inadequate extent only. An effec-
tive practical method consists of determining the shadow sectors against the background of disturbance
signals from the sea surface (sea clutter).
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Operating Instructions 20.4 Radar Setting for the Display of Racon Codes
Superrefraction - Subrefraction
If the normal refraction gradient for the radar wave in the maritime boundary layer of the atmosphere is
changed by external influences, subrefraction occurs when the transmitted beam is bent upwards away
from the earth's surface, and superrefraction occurs when the transmitted beam is bent down towards the
earth's surface.
In the case of superrefraction, false echoes of targets outside the set range of measurement can occur:
the echo of a transmitted pulse is not received within the set range but during the next transmit cycle or
by the one after that. The resulting ghost echoes can occur at any position. Since the position of ghost
echoes depends on the pulse repetition frequency, ghost echoes can be recognised as such by switching
over the pulse length or the range on the master radar.
☞ Every pulse length has a particular pulse repetition frequency assigned to it; therefore, when the
pulse length or range is changed, the repetition frequency changes too (see Section 20.6).
20.4 Radar Setting for the Display of Racon Codes
The code of Racons consists of a radially arranged dash-dot code which begins in the radar video a short
distance behind the beacon position. By means of different codes described in the Lists of Lights, the
approach points equipped with Racons can be clearly identified.
Most Racons transmit in the X-Band, but there are some Racons installed which transmit in the S-Band.
The majority of Racons change their transmission frequency slowly throughout the entire frequency band,
and so they are not received in every revolution of the antenna.
For the setting of the radar, the same basic principles are applicable as for SART detection (see page
192 Radar Setting for SART Detection (X-Band only))
Regarding Clean Sweep function see warning on page 93.
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20.5 Radar Setting for SART Detection (X-Band only) Operating Instructions
20.5 Radar Setting for SART Detection (X-Band only)
The information needed for reliable detection of SART's is described in IMO Circular 161. The content of
that paper is reproduced on the following pages.
ANNEX
OPERATION OF MARINE RADAR FOR SART DETECTION
WARNING: A SART will only respond to an X-Band (3 cm) radar. It will not be seen on
an S-Band (10 cm) radar.
Introduction
l. A Search and Rescue Transponder (SART) may be triggered by any X-Band (3 cm)
radar within a range of approximately 8 n.miles. Each radar pulse received causes it to
transmit a response which is swept repetitively across the complete radar frequency band.
When interrogated, it first sweeps rapidly (0.4 μsec) through the band before beginning a
relatively slow sweep (7.5 μsec) through the band back to the starting frequency. This
process is repeated for a total of twelve complete cycles. At some point in each sweep, the
SART frequency will match that of the interrogating radar and be within the pass band of
the radar receiver. If the SART is within range, the frequency match during each of the 12
slow sweeps will produce a response on the radar display, thus a line of 12 dots equally
spaced by about 0.64 n.miles will be shown.
2. When the range to the SART is reduced to about 1 n.mile, the radar display may show
also the 12 responses generated during the fast sweeps. These additional dot responses,
which also are equally spaced by 0.64 n.miles, will be interspersed with the original line
of 12 dots. They will appear slightly weaker and smaller than the original dots.
Radar Range Scale
3. When looking for a SART it is preferable to use either the 6 or 12 n.mile range scale.
This is because the total displayed length of the SART response of 12 (or 24) dots may
extend approximately 9.5 n.miles beyond the position of the SART and it is necessary to
see a number of response dots to distinguish the SART from other responses.
SART Range Errors
4. When responses from only the 12 low frequency sweeps are visible (when the SART
is at a range greater than about 1 n.mile), the position at which the first dot is displayed
may be as much as 0.64 n.mile beyond the true position of the SART. When the range
closes so that the fast sweep responses are seen also, the first of these will be no more than
150 metres beyond the true position.
Radar Bandwidth
5. This is normally matched to the radar pulse length and is usually switched with the
range scale and the associated pulse length. Narrow bandwidths of 3-5 MHz are used with
long pulses on long range scales and wide bandwidths of 10-25 MHz with short pulses on
short ranges.
6. A radar bandwidth of less than 5 MHz will attenuate the SART signal slightly, so it
is preferable to use a medium bandwidth to ensure optimum detection of the SART. The
Radar Operating Manual should be consulted about the particular radar parameters and
bandwidth selection.
Note about item 6: The bandwidth of the radar is not less than 5 MHz. Therefore, the setting described here is not necessary
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Operating Instructions 20.5 Radar Setting for SART Detection (X-Band only)
Radar Side Lobes
7. As the SART is approached, side lobes from the radar antenna may show the SART
responses as a series of arcs or concentric rings. These can be removed by the use of the
anti-clutter sea control although it may be operationally useful to observe the side lobes as
they may be easier to detect in clutter conditions and also they will confirm that the SART
is near to own ship.
Detuning the Radar
8. To increase the visibility of the SART in clutter conditions, the radar may be detuned
to reduce the clutter without reducing the SART response. Radars with automatic
frequency control may not permit manual detune of the equipment. Care should be taken
in operating the radar in the detuned condition as other wanted navigational and anti-colli-
sion information may be removed. The tuning should be returned to normal operation as
soon as possible.
Gain
9. For maximum range SART detection the normal gain setting for long range detection
should be used i.e., with a light background noise speckle visible.
Anti-Clutter Sea Control
10. For optimum range SART detection this control should be set to the minimum. Care
should be exercised as wanted targets in sea clutter may be obscured. Note also that in
clutter conditions the first few dots of the SART response may not be detectable, irrespec-
tive of the setting of the anti-clutter sea control. In this case, the position of the SART may
be estimated by measuring 9.5 n.miles from the furthest dot back towards own ship.
11. Some sets have automatic/manual anti-clutter sea control facilities. Because the way
in which the automatic sea control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto sea control on the SART response can then be compared
with manual control.
Anti-Clutter Rain Control
12. This should be used normally (i.e. to break up areas of rain) when trying to detect a
SART response which, being a series of dots, is not affected by the action of the anti-
clutter rain circuitry. Note that Racon responses, which are often in the form of a long
flash, will be affected by the use of this control.
13. Some sets have automatic/manual anti-clutter rain control facilities. Because the way
in which the automatic rain control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto rain control on the SART response can then be compared
with manual control.
Note:
The automatic rain and sea clutter controls may be combined in a single ’auto-clutter’
control, in which case the operator is advised to use the manual controls initially until the
SART has been detected, before assessing the effect of auto.
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20.6 Transmission formats Operating Instructions
20.6 Transmission formats
To optimise detection performance for the different weather conditions, the radar provides different pulse
lenghts and repetition rates. For HSC also a doubled antenna speed is possible if the appropriate
antenna gearbox is installed.
The pulse repetition rates in relation to the range and the pulse length are shown in the following table:
Scanner rotation frequency 23/28 rpm

Range (NM) 1) 0.25 0.50 0.75 1.5 3 6 12 24 48 96
Short pulse 1.00 2)
0.08 0.15 0.30 0.50 (
Pulse length (µs) 3)
0.90
PRF (Hz) 2000 1000 500
Long pulse 1.00 2)
0.15 0.30 0.50 3)
Pulse length (µs) 0.90
PRF (Hz) 1000 500
1)
All values of the 0.25 NM range are also valid for the 250 m/500 m ranges
2)
12.5 kW X-Band Transceiver
3)
25 kW X-Band and 30 kW S-Band Transceiver
Scanner rotation frequency 46/56 rpm (HSC radar only)

1)
Range (NM) 0.25 0.50 0.75 1.5 3 6 12 24 48 96
Short pulse 0.08 0.15 0.30 0.50
Pulse length (µs)
PRF (Hz) 2000 1000
Long pulse 0.15 0.30 0.50
Pulse length (µs)
PRF (Hz) 1000
1) All values of the 0.25 NM range are also valid for the 250 m / 500 m ranges
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Operating Instructions 20.7 Sector Blanking
20.7 Sector Blanking
If the radar transmission is suppressed in particular sectors (because parts of own ship's superstructure
do not allow the radar to function in these directions), these sectors are indicated on the PPI near the
compass scale.
Display of Sector Blanking (Example):
Blanking sector
The start and stop angle of the blanking sector can be set on service level.
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20.8 Basics of the Evaluation of Radar Video in SAM RADAR1100 Series Operating Instructions
20.8 Basics of the Evaluation of Radar Video in SAM RADAR1100 Series
Generally, the echo data received by the transceiver can be amplified, attenuated or filtered in order to
enhance the display of desired data like targets. The main intention of the signal processing is the clear
and unmistakeable display of radar targets and the suppression of unwanted echoes like sea clutter, rain
clutter or interferences.
Amplification, attenuation or filtering is done in several ways, with continuosly or digitally working filters.
(Some can be set from 0% to 100%, others can only be switched on or off).
Further on, echo data with the same azimuth delivered from one or more radar pulses („sweep-to-sweep-
data“) can be processed or data from one or more antenna turnarounds („scan-to-scan-data“) can be
evaluated.
The amplitudes of echoes can be evaluated in order to determine whether the echoes are targets or
noise, or the correlation of sweep-to-sweep or scan-to-scan data can be used to enhance the radar
picture:
Processing
Amplitude Treatment
Amplification
Attenuation
Correlative Treatment
Raw Radar Data Sweep-to-sweep Filtered Radar Data
Scan-to-scan
Amplitudes are influenced for example by the GAIN and SEA settings, correlation is done amongst others
by the CLEAN SWEEP functions.
In the following, the different filters, their basic techniques and advantages or limitations are described in
the sequence they appear on the screen.
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Operating Instructions 20.8 Basics of the Evaluation of Radar Video in SAM RADAR1100 Series
SHORT PULSE/LONG PULSE is available for any range of the radar. The internal pulse length changes
with respect to the selected range automatically. For detailed information on the pulse lengths for any
range, please refer to the table in chapter 20.6 of the Operating Instructions.
The default setting for the pulse length should be SHORT PULSE (SP). A longer pulse has a higher
energy, but not a higher amplitude. Thus, it delivers stronger echoes. It is allowed to switch between the
two pulse lenghts at any time.
If target enhancement or any other filtering methods are active, the stronger echoes are processed by
the filters and are able to improve a weak radar picture.
The TUNE function can be set manually or automatically. TUNE influences the center frequency of the
entire radar echo evaluation process. For the adaption of TUNE, no radar echoes are needed and inter-
ference from other radar devices is suppressed so that automatic tuning (AFC) has the best results and
should be used as default. An optimum tuning is not only important for a clear visual display of the targets
on the video but is also a necessary prerequisite for the ARPA functions.
GAIN setting influences the amplitudes of all echoes and works like an amplifier that makes it possible
to enhance all echoes and noise in the same way in order to get a better picture. But, as said before,
also the noise will be amplified and can disturb the clear display of targets. GAIN should in any case be
set in such a way that slight noise is always visible.
RAIN can be set to manual or automatic mode. In manual mode, a differential filter is used to reduce the
influences of reflections of the rainfall, snow or hail. With an optimal setting of RAIN only the boundary
of the rainy area facing towards the transceiver is displayed and echoes within or behind the rainy area
will be displayed if their echo is still strong enough after having been filtered. Weak echoes will not be
displayed if their echo is too small after the signal has been processed by the filter. Manual RAIN should
be set in such a way that targets can still be observed sufficiently.
In automatic mode, a correlative signal processing takes place and filters out the noise of the rainfall.
Echoes which are strong enough will be displayed, others may disappear.
WARNING:
In the case of heavy rain, snow and hail, it can be expected that, even if the setting is correct,
radar targets which only produce weak reflections - especially targets situated behind a
strong rain front - will remain undetected. Such targets can appear suddenly when leaving the
rainy area.
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SEA can be set to manual or automatic mode. In manual mode, its setting influences the amplitudes of
the radar echoes in such a way that it attenuates echoes close to the antenna very much and that it atten-
uates echoes which are more distant to it only very little. Due to the fact that the distance of a target is
represented by the time its echo needs to return to the antenna, this is called „sensitivity-time-control“
(STC). Nevertheless, echoes which are as strong as the unwanted reflections of the sea may be
suppressed and not visible, or they may appear and disappear, depending on how strong the
surrounding unwanted reflections are.
In automatic mode, a fixed, approved value for the SEA filter is set. Advantages or limitations to the effect
are the same as in manual mode.
WARNING:
In the case that anticlutter sea value is set too large, weak targets can be lost, especially at
close range. If the sea is very rough, it can be expected that radar targets which only produce
weak reflections will remain undetected, even if the setting is correct.
Simultaneous operation of RAIN and SEA
WARNING:
In case that RAIN and SEA are operated simultaneously, especially in very rough weather
conditions, the detection of radar targets may fail even if all settings are correct, because the
sum of clutter (reflections of sea and rain) is as high as or even higher than the reflection of
targets.
CLEAN SWEEP combines an adaptive STC, an additional correlative filter and a so-called „target
enhancement“ in four selectable steps.
Definitions:
Adaptive STC is a second STC that is derived from the medium value of the echoes of the last sweeps.
It is added to the manual STC and is able to suppress clutter.
The correlative filter works in scan to scan mode or over several scans respectively with its parameters
relative to the selected range. In large ranges, the correlation filter will need several scans until an effect
to the picture is visible, in smaller ranges the effect of the filter is faster. It is also able to suppress noise.
Target enhancement is used to display even very small or weak targets. For example, if an echo is this
small that it only lights up one pixel of the screen, it could be overseen or regarded as noise or clutter.
Target enhancement makes it a little bigger, so that is is better to discover among the more dynamic
clutter or noise. With this enhanced target, the correlation filter can work much more precisely.
WARNING:
When the Clean Sweep function is running, the scan-to-scan correlation might have the result
that small, fast-moving targets or Racon codes are displayed with reduced intensity or might
be suppressed.
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Operating Instructions 20.8 Basics of the Evaluation of Radar Video in SAM RADAR1100 Series
In order to get information of when to use which of the four levelsof the Clean Sweep function, please
refer to the user manual chapter 4.2
In the table below the settings of the respective filters are described:(
Clean OFF LOW MEDIUM HIGH

Sweep
Adaptive no no yes, but small yes, medium

STC value
Correlation no yes, with short yes, longer yes, longer

time-constant time-constant time-constant
than „LOW“ than „MEDIUM“
Target very little, small little medium high

enhance- targets just
ment visible
Table 20-1 Qualitative description of Clean Sweep levels
INTERFERENCE REJECTION is a means to suppress interferences caused by other radars working on

the same frequency. For example, if two radars of the same kind operate very close to each other and
the PRF and signal frequency are similar or equal, the radars will influence each other with their pulses
or echoes. Circles or coils will appear on the PPI. With INTERFERENCE REJECTION on, most of those
effects will be eliminated by a filter that is able to detect those special signals. Targets will not be
suppressed. See also page190 Disturbances Caused by Other Radars.
VIDEO EMPHASIS can be used to increase the detection of targets of the radar. Very strong echoes will
be shown in orange colour. It can help to decide whether an echo is one or two combined objects. For
example, without VE the echo is only a large yellow spot, with VE switched on it is visible that the yellow
spot contains 2 smaller orange dots, it can be decided that there is a structure in the yellow spot or that
there are two echoes very close to each other. The display of targets on the PPI will be improved, targets
will not get lost if VE is switched off. Also structures in land areas or in rainclouds or seaclutter can be
made more visible by the VE function, for instance a light house on a land area or buoys with only a short
distance to the land, whose echoes would normally melt into the ones of the land.
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MULTIPILOT
ECDIS Functions
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MULTIPILOT
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MULTIPILOT 21 ECDIS on MULTIPILOT, Overview
Operating Instructions 21.1 What is ECDIS?
21 ECDIS on MULTIPILOT, Overview

◆ ECDIS Performance Standards
◆ ECDIS functions by combination of MULTIPILOT and
CHARTPILOT
21.1 What is ECDIS?
At the end of 1995, by publishing the "Performance Standards for Electronic Chart Display and Informa-
tion Systems (ECDIS)" the IMO introduced the ECDIS to contribute to safe navigation.
These Performance Standards include the following texts:
- Electronic chart display and information system (ECDIS) means a navigation information system
which, with adequate back-up arrangements, can be accepted as complying with the up-to-date
chart required by regulation V/20 of the SOLAS Convention, by displaying selected information from
a system electronic navigational chart (SENC) with positional information from navigation sensors to
assist the mariner in route planning and route monitoring, and by displaying additional navigation-
related information if required
- Electronic nautical chart (ENC) means the database, standardized as to content, structure and
format, issued for use with ECDIS on the authority of government-authorized hydrographic offices.
The ENC contains all the chart information necessary for safe navigation, and may contain supple-
mentary information in addition to that contained in the paper chart (e.g. sailing directions) which
may be considered necessary for safe navigation.
- System electronic navigational chart (SENC) means a database resulting from the transformation
of the ENC by ECDIS for appropriate use, updates to the ENC by appropriate means, and other data
added by the mariner. It is this database that is actually accessed by ECDIS for the display gener-
ation and other navigational functions, and is the equivalent to an up-to-date paper chart. The SENC
may also contain information from other sources.
For an ECDIS, these Performance Standards also require
- the possibility of updating the database (SENC) 1) carried on board,
- the possibility of route planning (i.e. the generation of pre-planned tracks),
- the possibility of route monitoring (i.e. monitoring of the ship's progress along a pre-planned track),
- recording and playback of particular voyage-related data (voyage recording), and
- adequate redundancy for the ECDIS functions.
1) Instead of "SENC", in these Operating Instructions the term "database" or "database of the ENC" is used.
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21 ECDIS on MULTIPILOT, Overview MULTIPILOT
21.2 Implementation of ECDIS by MULTIPILOT and CHARTPILOT Operating Instructions
21.2 Implementation of ECDIS by MULTIPILOT and CHARTPILOT
In order to achieve the required redundancy, particular functions of the ECDIS are available independ-
ently on two installed units. These can be either two CHARTPILOTs or one CHARTPILOT and one
MULTIPILOT.
In the latter case, the main task of the MULTIPILOT is to display the chart, together with radar overlay
and route monitoring, and the main task of the CHARTPILOT consists of route planning and maintenance
of the database.
On the MULTIPILOT and on the CHARTPILOT, the following ECDIS functions are available:
- Display of the chart and of the chart information (page 205)
- Route monitoring with appropriate alarm function (on the MULTIPILOT: also with simultaneous
display of the radar video - see Section 24)
- Recording of the voyage-related data (Section 26)
- Generating the pre-planned tracks in the region of own ship, also in Radar mode and Chart Radar
mode - see Section 15.
In addition, the following are available on the CHARTPILOT:
- Updating of the databases (chart maintenance): In the updating of the CHARTPILOT's database, the
database which is redundantly present in the MULTIPILOT is likewise updated.
IMPORTANT: In the event of failure of a single CHARTPILOT in the
system, the chart data cannot be kept up-to-date.
- Generating the pre-planned tracks regardless of own ship's position and with more possibilities of
editing and checking.
- Playback of the recorded voyage-related data: The voyage-related data recorded with the CHART-
PILOT can be played back there at any time without the need for any particular preparations. If the
data recorded by the MULTIPILOT are to be played back, they must be transferred previously on
diskette to the CHARTPILOT - see Section 26.
- Printer functions and logging functions.
- Editing of an own chart (type OWN).
The Chart Types which can be Used on the MULTIPILOT

The ENC defined in the Performance Standards is handled on the MULTIPILOT (and on the CHART-
PILOT) as the chart type ENC.
Under particular conditions, the ECDIS Performance Standards also permit approval as an ECDIS if, in
areas for which no ENC is available, a raster navigational chart (RNC) is used. RNC means a facsimile
of a paper chart 1) originated by, or distributed on the authority of, a government-authorized hydrographic
office
On the MULTIPILOT (and on the CHARTPILOT), the RNC of type ARCS (digital form of the well-known
British Admiralty Charts 2)) can be displayed, but without overlay of the radar video.
Private companies have already generated electronic charts which cover most of the earth's navigable
surface and which largely or fully comply with the display rules that are applicable for the ENC. Of these
charts, the chart format CM-93/2 and CM-93/3 Professional from the C-MAP company (type CM-93/2 or
1) These electronic charts created by the scanning of paper charts are called raster charts. With these charts, the individual pixels are stored,
together with their colour values. Here, objects are created as a visual impression only; the program knows only the colour values of the
pixels, but not their meaning.
On the other hand, the ENC (and the other electronic charts which can be used on the MULTIPILOT and CHARTPILOT) are vector charts.
With these charts, the objects are individually stored electronically, together with their geographical positions and a number of other data
items which can be displayed individually. With these charts, the screen display is created by calling up the individual items of object data,
using an associated display-specification standardised by the IHO.
2) Of the raster charts, this chart type is by far the most widely used; it covers most of the areas that are navigable for seagoing ships.
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MULTIPILOT 21 ECDIS on MULTIPILOT, Overview
Operating Instructions 21.3 ECDIS-Specific Display: ECDIS Mode with Chart Area
CM-93/3Pro) can be used on the MULTIPILOT (and on the CHARTPILOT). A vector chart complying with
the display rules that are applicable for the ENC can also be edited by the user on the CHARTPILOT
(type OWN).
21.3 ECDIS-Specific Display: ECDIS Mode with Chart Area
Two features that are required for an ECDIS, namely display of the chart and access to the information
contained in the electronic chart, are provided on the MULTIPILOT in ECDIS mode. This display mode
differs from Chart Radar mode only to the extent that is necessary because of the differences of the radar
rules and the ECDIS standards.
The obvious difference compared to the Chart Radar mode is that, in ECDIS mode, the chart, except for
the right-hand side-strip, is displayed over the entire screen. Other significant differences (see also the
illustration on page 41) are as follows:
- Via the MORE context menu, the INFO window with the chart information can be called up; for
details, see Section 23.
- A 2nd CHART window can be opened in which a second chart can be displayed independently of
own position; for details, see Section 22.
- In the top left-hand corner, instead of the radar button there is the Chart Status box with the ECDIS-
specific buttons and displays; 1) for details, see page 206.
- Most of the buttons in the corners of the PPI can be removed for the large-area display of the chart,
or can be displayed for the purpose of the operating procedures (for displaying and removal, see
page 42).
Almost all other possibilities of the Chart Radar mode are also available in ECDIS mode. The special
features of the ECDIS mode are summarised in the illustration on page 41 and are mentioned in the
description of the function concerned.
Setting the Display to Standard Values

The most important display-settings can be set to standard values by means of a single user-operation:
Move the cursor to the small rectangle which is situated in the top ARCS [fm] ENC AVA
left-hand corner. As a result, the STD DISPLAY button becomes BAD SCD
visible there. After clicking on that button, the switch-over takes
place.
☞ As a result of this setting, the own ship will be centered on the
screen and the display group category of the vector charts will DO
STD DISPLAY
be set to STANDARD.
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21 ECDIS on MULTIPILOT, Overview MULTIPILOT
21.3 ECDIS-Specific Display: ECDIS Mode with Chart Area Operating Instructions
The Chart Status Box
Type of chart displayed, and (for ENC and ARCS) unit of measurement for depth/
heights information
Can be operated as in CHART menu: After clicking, the context menu with the avail-
able chart types appears.
After switch-over of the type, this display is red until the new type is displayed.
Context menu, which contains
all chart types which can be
displayed on the MULTIPILOT.
CHART OFF = display of the chart was switched off (in CHART menu) (see
page 76).
Switch-on of the display is possible after clicking:
ENC 1.DO
CHART OFF CHART OFF
ARCS
CM-93/2 CHART ON
2.DO
CM-93/3Pro
OWN DO In the case of vector charts:
BASE, STANDARD, ALL = Displayed display group categories (display
DO and operating procedures same as in CHART SETTINGS Dialog - see
ENC [m] STANDARD + page 78)
LOADING OVERSCALED
In the case of raster charts:
ENC AVAIL = For the area displayed, a chart of type ENC is available.
Status display in the case of vector charts of

type ENC
NON-HO on yellow background = A cell is being PERMIT on yellow background = The (vector) chart might not be up to date 2)
displayed which has not been officially LICENCE on yellow background = The chart might not be up to date 2)
issued by a hydrographic organisation. (The LICENCE on red background = Because the CM-93/3Pro Licences Expiry
edge of this cell has orange shading.) Date has elapsed 2), only cells of the navigational purposes General Back-
ground and World can be displayed.
Status display in the case of raster charts: OVERSCALED = (Vector) chart with insufficiently large scale is being used -
DATUM on yellow background = The position see page 60
information contained in the chart does not BAD SCALE = (Raster) chart or plan with larger scale exists - see Operating
consist of WGS84 position values. Instructions of the CHARTPILOT, Section S e l e c t i o n a n d S e t t i n g o f t h e
Raster Chart to be Displayed
Until, after a switch-over, the new chart is
displayed, the message LOADING appears
here. 2) The status occurred together with a chart alarm which could not be
acknowledged. By clicking on the alarm with MORE in the alarm list, the
details can be determined. Further details, see Operating Instructions of the
CHARTPILOT, Section C h a r t M a i n t e n a n c e .
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MULTIPILOT 22 2nd CHART Window
22 2nd CHART Window

◆ Content of the 2nd CHART window
◆ Switching the 2nd CHART window on and off, changing
the position and size of the window
◆ Working in the 2nd CHART window
The 2nd CHART window is used for viewing a chart area independently of the chart being displayed in
the chart area, e.g. an area situated ahead of own ship (sometimes also called look-ahead function).
It does not have the full functionality of the chart area. It is true that the own ship symbol (without addi-
tions such as vector, past plots) is displayed for the purpose of orientation and that tracks too are shown,
but targets and AIS Aids-to-Navigation are absent, and furthermore no chart monitoring or any other kind
of monitoring takes place there.
CAUTION:
The 2nd CHART window is not suitable for completely assessing the
nautical safety in the area displayed there.
MULTIPILOT in ECDIS mode with the 2nd CHART window open:
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22 2nd CHART Window MULTIPILOT
22.1 Content of the 2nd CHART window Operating Instructions
22.1 Content of the 2nd CHART window
In the 2nd CHART window, the following can be displayed:

- A vector chart or a raster chart
- The User Chart Objects
- The event markers and position fixes
- The own ship symbol
- The pre-planned tracks
- A measurement line as described on page 110 can be used.
The following settings for the content of the 2nd CHART window are made independently of the chart
area settings that exist at the same time:
- Center position: Maximum latitude: 80°. If the latitude of the center position is larger than that, no
display is shown in the 2nd CHART window.
- Scale or range: All existing values
- Orientation: North-Up and Course-Up (vector charts) or North-Up/Chart-Up (raster charts) are
possible
- Chart type: All types that are available on the MULTIPILOT
The following settings are identical to those of the chart area; any changes in these settings also affect
the open 2nd CHART window.
- Switching on/off the own ship symbol.
- All pre-planned tracks that are loaded and the System Track are displayed if they are situated in
the displayed chart area.
The chart settings can be different from those of the chart area, but can automatically be made to
conform to the latter.
In contrast to the chart area, for vector charts in the 2nd CHART window only the Mercator projection is
used. 1)
22.2 Switching the 2nd CHART window On and Off; Setting its Position and Size
Opening the 2nd CHART window

With MORE, click into the PPI on the geographical position which PPI
MORE
is initially intended to be the center position of the 2nd CHART
window, and in the context menu which then opens up (with DO) DO
2nd CHART
click on 2nd CHART.
As a result the 2nd CHART window opens up, with the following settings:
- Position and size of the window according to the last setting of these parameters - see below,-
Chart type same as in the chart area
- Switch-on / switch-off of own ship symbol, chart settings, User Chart Objects and text labels as in
the chart area,
- Range / scale same as in the chart area,
- Center position is the position that is clicked in the PPI when the window is being opened
- Orientation: North-Up and Course-Up are taken over. If Head-Up is set in the chart area, then
Course-Up is set in the 2nd CHART window.
- Track display as in the chart area.
1) For raster charts, the projection with which the raster chart was created is used in the 2nd CHART window, just as in the chart area.
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Operating Instructions 22.2 Switching the 2nd CHART window On and Off; Setting its Position and Size
☞ If the above-mentioned procedures are performed when the 2nd CHART window is already open,
then for the content of the 2nd CHART window a reset to the settings mentioned for procedure
takes place. As a result, the 2nd CHART window again appears completely in the chart area if it had
been pushed out very far from the screen area (it can be pushed out so far that it is hardly noticeable
any longer).
Changing the Size of the Window DO

Keep DO key
Move the cursor to the edge of the window. When the cursor or pressed, and with
looks like a double arrow, press the DO key, keep it pressed, and DO
trackball define
new size
with the trackball drag the window to the desired size.
Shifting the Window

Keep DO key pressed, and with
Move the cursor onto the headline of the window, press the DO DO trackball define new position
key, keep it pressed, and with the trackball drag the window to
the desired position.
☞ Towards the right, the movement area is limited, so that in
all cases an alarm which occurs can be noticed because of
its red area.
Defining the Geometry with which the Window is Opened

The position and size which the 2nd CHART window adopts when being opened can be defined option-
ally by the operator, or the task of defining them can be left to the program:
Storing the present position and size: With MORE, click
MORE
into the 2nd CHART window, and in the context menu 2nd CHART window
which then opens up click on SAVE WINDOW GEOM-
ETRY. When the next opening process takes place, the 2nd
CHART window will appear with the geometry that is stored Page 213 INFO WINDOW
in this way. Page 212 SET LINE
DO SAVE WINDOW GEOMETRY
Leaving the task of defining the opening position and DO DEFAULT WINDOW GEOMETRY
size to the program: With MORE, click into the 2nd see below CLOSE
CHART window, and in the context menu which then opens
up click on DEFAULT WINDOW GEOMETRY. When the
next opening process takes place, the 2nd CHART window
is opened in such a way that it does not cover the right-
hand side-strip and the position that is then clicked.
In this case too, the position and size of the open window
can be changed.
Closing the 2nd CHART window

Move the cursor to the small rectangle situated at bottom right
in the 2nd CHART window. A CLOSE button appears; click on
it.
2nd CHART window

MORE
Alternative: With MORE, click into the 2nd CHART window. A
CLOSE button appears; click on it. DO
CLOSE
☞ When ECDIS mode is exited, the 2nd CHART window is
closed automatically.
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22.3 Setting the Content of the 2nd CHART window Operating Instructions
22.3 Setting the Content of the 2nd CHART window
Display of the Existing Settings

The existing settings which can be made for the content of the 2nd CHART window independently of the
chart area are shown in the heading of the 2nd CHART window:
Specifying the chart type, orientation and range/ Headline with statement of
scale, modifying the chart settings- see below chart type
orientation
scale or range
status information (if any) as can also be called up
in the INFO Field - see page 212
If the cursor is not situated in the 2nd CHART

window, the center position of the 2nd CHART
window is displayed here.
☞ If the cursor is situated on the chart displayed in
the 2nd CHART window, the geographical posi-
tion of the cursor is displayed here.
If necessary, the INFO field with a yellow

background appears here - see page 212
Specifying the Center Position

There are two possibilities:
A) Specifying by entering the center position:
With the virtual keyboard, input the geographical coordinates
behind LAT and LON in the 2nd CHART window. CENT: LAT 55:35.285 N A) DO
LON 008:36.437 W
or MOVE CHART
or
B) Moving the center position graphically:
B) DO
1. Click on the MOVE CHART button. The button flashes.
2. Click into the chart which is displayed in the 2nd CHART window. As a result, a movement vector in
the form of a "rubber band" is attached to the cursor.
3. In the 2nd CHART window, click on the place to which the position clicked previously is to be moved.
The chart is moved accordingly.
4. Steps 2 and 3 can be repeated for as long as the MOVE CHART button is flashing.
5. If you click on the MOVE CHART button again, the function is ended.
☞ Approximately 7 seconds after the last operating action, the function is switched off automati-
cally.
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Operating Instructions 22.3 Setting the Content of the 2nd CHART window
Specifying the Chart Type, Orientation and Range / Scale

Move the cursor to the small rectangle at top left
in the 2nd CHART window, and click on the DO
ARCS N-UP
resulting MORE button. DO
SCALE 1: 2 000 000
As a result, a menu containing the required CHART SETTINGS:
buttons is displayed temporarily. AUTO REFRESH
☞ The menu disappears automatically when the cursor is moved out of the menu, including any context
menu that is open in the menu.
Input of chart type and range/scale takes place in the same way as in the chart area.
Switching Over between North-Up and Course-Up:

1.MORE
☞ Does not apply for raster charts, see page 57.
C UP
Click on the orientation field with MORE, and in the context menu which 2.DO
N UP
then opens up click on the desired orientation. C UP
☞ If North-Up is selected, clicking with DO likewise opens up the

context menu.
Re-Orientation in Course-Up Mode
If the orientation C-UP is selected, clicking on the orientation button of the DO
C UP
2nd CHART window causes re-orientation of the chart in the 2nd CHART
window.
Setting the Chart Display for the 2nd CHART Window

Chart settings for the 2nd CHART window are made by setting the chart area; these settings are taken
over for the chart in the 2nd CHART window.
The take-over can be triggered manually or automatically. The settings are made in the top right-hand
menu of the 2nd CHART window:
If automatic take-over is switched on there under CHART SETTINGS
(by clicking on the AUTO button), any change in the chart settings
ARCS N-UP
affects both the chart area and the 2nd CHART window.
SCALE 1: 2 000 000
If automatic take-over is switched off, the existing chart settings of the CHART SETTINGS:
chart area can at any time be taken over for the 2nd CHART window DO AUTO REFRESH
by clicking on the REFRESH button. DO
☞ In addition to the settings contained in the CHART SETTINGS

Dialog of the CHART menu, the settings that exist for User Chart Objects and for text labels in the
CHART menu are also taken over.
Exception: For raster charts, no automatic switch-over of the chart scale (see page 85) takes place
in the 2nd CHART window. The setting of the AUTO SCALE button in the CHART SETTINGS
Dialog RASTER CHART OPTIONS therefore does not affect the 2nd CHART window.
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22.4 Working in the 2nd CHART Window Operating Instructions
Other Special Features Compared to the Chart Area

INFO field: The information appearing in various fields in the
chart area is summarised in the INFO Field which appears (but DO
CURS: LAT 55:35.285
only if necessary) in the 2nd CHART window. If the display INFO LON 008:36.437
there is INFO, a status as described on page 206 (DATUM,
PERMIT, OVERSCALED etc.) exists for the chart that is
selected in the 2nd CHART window. By clicking on INFO, the
status is displayed.
☞ For the chart of the 2nd CHART window, the statuses CURS: LAT 55:35.285
PERMIT and LICENCE do not lead to an alarm. BAD SCALE LON 008:36.437
Zoom function: This does not exist in the case of raster

charts.
Orientation Head-Up: This is not available
22.4 Working in the 2nd CHART Window
The 2nd CHART window is used mainly for the display of

MORE
a second chart-area. For the work in the 2nd CHART 2nd CHART window
window, here too a measurement line and the INFO window
are available. Both are opened with the MORE context
menu of the 2nd CHART window. DO INFO WINDOW
DO SET LINE
SAVE WINDOW GEOMETRY
Measurement Line
Page 209 DEFAULT WINDOW GEOMETRY
The characteristics and operating procedures of the meas- CLOSE
urement line are like those of the measurement lines that
are available in the PPI - see page 110.
INFO Window
The INFO window is described in Section 23.
There is only one INFO window available, which is used both for the chart area and for the 2nd CHART
window. If the INFO window is opened in the 2nd CHART window, for example, while it was open in the
chart area, then it is automatically closed in the chart area.
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MULTIPILOT 23 INFO Window
23 INFO Window

◆ Content of the INFO window
◆ Switching the INFO window on and off, changing the posi-
tion and size of the window
◆ Navigating in the INFO window
In an additional INFO window, detailed information can be called up for the displayed chart and for partic-
ular objects.
This INFO window can be used both in the chart area and in the 2nd CHART window. There is only one
INFO window, which is used both for the chart area and for the 2nd CHART window. If the INFO window
is open in the chart area, for example, and is then opened in the 2nd CHART window, it is automatically
closed in the chart area.
Opening the INFO Window

In the PPI or in the 2nd CHART window, click with the MORE key PPI or
on the object about which the information is wanted, and in the 1.MORE
2nd CHART window
context menu which then opens up click on INFO WINDOW. As
a result, the INFO window opens up, containing the information
about the objects that are situated at the clicked position.
This info position (i.e. the geographical position at which INFO
window was opened and to which all data contained in the INFO
window refer) is marked in the PPI or in the 2nd CHART window
2.DO
by an orange circle. The geographical coordinates of this position INFO WINDOW
are stated in the headline of the INFO window.
Marks the info posi-
Changing or Closing the Window tion in the PPI or in
the 2nd CHART
The size of the INFO window and its position on the screen can window
be influenced in the manner described on page 209 for the 2nd
CHART window. It is also closed in the same way as the 2nd
CHART window - see page 209.
Opens the
INFO window
Headline of the INFO window;
it contains the info position
1.MORE
Functions of the MORE
context menu as in the SAVE WINDOW GEOMETRY
2nd CHART window - DEFAULT WINDOW GEOMETRY
see page 209 CLOSE
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23 INFO Window MULTIPILOT
List of Contents
The left-hand column of the INFO window is the list of contents. There, all objects for which information
can be displayed in the right-hand column are listed. They are grouped under the following main head-
ings:
Tracks: Information about the leg displayed at the info position and about the waypoint lying ahead there
or, if a waypoint has been clicked, the associated waypoint data.
User Objects: Information about the User Chart Object, event marker or position fix displayed at the info
position.
Chart Objects: Information about the objects of the displayed vector chart that are situated at the info
position. All information about the objects of the displayed cell that are situated at the info position
is listed, including information about the objects of the display groups that are not displayed in the
chart.
Notes & Diagrams: The notes and diagrams that are printed out on the displayed raster chart.
Notices to Mariners: The Notices to Mariners issued by the UKHO for the region of the raster chart, as
well as the Temporary Notices to Mariners.
Chart Legend/Status: Identification data, revision status and other general information about the
displayed chart. If a vector is displayed, this information refers only to the cell that is displayed at the
info position.
If the chart type ENC is displayed, then in addition ECDIS Chart 1 is listed, in which the symbols of
the ENC are explained and which makes it possible to run a performance test of the monitors that
are being used (see page 375).
☞ The data of the ARPA and AIS targets (see Section 7.6 and 7.7), the AIS data of own ship (see
Section 10.3) and the data of the Aids-to-Navigation (see Section 11) are called up by means of
other operating functions and are therefore not contained in the INFO window.
Calling Up Information in the INFO Window

In the list of contents, click on the desired entry. As a result,
- the same entry, together with all available information about this entry, appears in the right-hand
column,
- this entry is marked in both columns by a frame,
- in addition, all further information about all entries contained in the list of contents under the main
heading of the clicked entry appear in the right-hand column.
The clicked entry

List of contents appears here as a
heading, and is marked.
Information about the

clicked entry
With these scroll bars,
the two columns can be
scrolled separately.
By clicking on this entry

(entered in blue), further
Display of the INFO information appears in
window after clicking the right-hand column.
on this entry.
Clicked entry is
marked.
Closing the INFO window
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MULTIPILOT 23 INFO Window
If an entry about some other main heading is clicked in the list of contents, the entries contained in the
right-hand column are removed from that column and are replaced with the entries of this main heading.
For some entries appearing in the right-hand column, other items of information exist. These entries can
be recognised from the colour blue. If an entry of this kind is clicked, the right-hand column is filled with
the additional information. To access the information that was previously available in the right-hand
column, the entry concerned must be clicked in the list of contents.
Calling Up the Legend for the Objects of the ENC

The explanations about the symbols used in the ENC are contained in "ECDIS Chart 1". It can be called
up by means of the INFO window:
1. Switching-on the display of the ENC.
2. Open the INFO window, click on the entry ECDIS Chart 1 Pres. under Legend/Status in the list of
contents, and click on the desired page of ECDIS Chart 1 under ECDIS Chart 1 Pres. in the data
column.
As a result, ECDIS Chart 1 appears in the 2nd CHART window, which opens up automatically if
necessary. If the 2nd CHART window was already open, then all settings of the 2nd CHART window
are overwritten.
3. The explanations about each symbol displayed appear in the INFO window if the INFO window is
opened in the 2nd CHART window and the symbol is clicked.
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23 INFO Window MULTIPILOT
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MULTIPILOT 24 Chart Monitoring
24 Chart Monitoring

◆ Prerequisites
◆ Monitoring modes
◆ Chart objects for which monitoring is taking place
◆ Monitored areas with which the monitoring is taking place
◆ Settings of the monitoring modes
◆ Chart alarms
During the voyage, the MULTIPILOT, at short intervals of time, monitors the existing own position and
the own position which will shortly be reached, as well as the currently relevant part of the System Track.
The subjects of this monitoring are the objects of the vector chart and the User Chart Objects.
If specified criteria are infringed, a corresponding chart alarm is given. Details of the reason for the alarm
can be displayed.
Prerequisites
So that this chart monitoring can serve its purpose of increasing the nautical safety, the following prereq-
uisites must be fulfilled:
- The best possible position sensors and speed sensors must be selected.
- By comparison between the available position sensors, a check must be performed to ensure that
the selected position sensor is supplying correct position data.
- If a vector chart is being used, it must cover the entire region in which the ship is travelling. Other-
wise, user-generated own safety lines and danger highlights must be available for the missing
regions.
- If a raster chart is being used, own safety lines and danger highlights must be available for all poten-
tially dangerous regions and objects along the entire route, since raster charts do not contain the
information that is necessary for the check.
- For comprehensive chart monitoring, a System Track must be defined. The track used must have
been successfully checked after completion of editing by means of the program of the CHARTPILOT
(geometrical check, and check against the vector chart and the User Chart Objects). The track limits
must have been entered.
- The latest relevant nautical warning messages received by radio must be taken into account, if
necessary by the editing of own safety lines or danger highlights or (on the CHARTPILOT) by means
of a manual ENC update. The checking of the track used must be repeated if necessary after the
warning messages have been incorporated.
- The safety contour value must have been set correctly - see page 81.
- The alarm criteria must be set correctly; see the following sections.
- The reproduction of colours by the monitors must be correct. In cases of doubt, and once every year,
the Monitor Performance test as described in Section 48 must be performed.
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24 Chart Monitoring MULTIPILOT
24.1 Monitoring Modes Operating Instructions
24.1 Monitoring Modes
The monitoring modes mentioned in the following cover the monitoring of particular object classes. These
modes can be set individually, and can be switched on and off individually - see Section 24.2.1.
Monitoring activities that are switched on are performed to check all designated objects which are
contained in the vector chart of the selected type 1) and all objects which are stored as User Chart
Objects. The monitoring activities therefore do not depend upon whether the display of these objects is
switched on, or upon the range that is selected.
Monitoring to Check the Safety Contour

The monitoring takes place to check the following objects:
Safety contour: This is formed from all objects of the object class intertidal area and the objects of the
object classes depth area or dredged area whose depths are equal to or one step greater than the
value that is entered in the SAFETY CONTOUR field in the CHART SETTINGS Dialog DEPTH
CONTOUR - see page 82.
Other areas that are too shallow (shallower than the safety contour value that is set), e.g. an object of
the object class land area.
If one of the monitored areas described in Section 24.2 touches one of the above-mentioned objects, the
SAFETY CONTOUR alarm is given.
Monitoring to Detect Potentially Dangerous Objects of the Vector Chart

The monitoring takes place to check the following objects:
Objects belonging to a number of object classes defined in the program (i.e. not capable of being influ-
enced by the operator), such as restricted area, fishing ground, traffic separation zone, buoys.
Objects belonging to particular object classes which are provided with depth information and whose depth
is less than the value entered in the SAFETY CONTOUR field in the CHART SETTINGS Dialog
DEPTH CONTOUR.
If one of the monitored areas described in Section 24.2 touches one of the above-mentioned monitored
objects, the OBJECT OF INTEREST alarm is given.
Monitoring to Detect Certain User Chart Objects

The monitoring takes place to check all own safety lines, danger highlights and own MARPOL lines.
If one of the monitored areas described in Section 24.2 touches an own safety line, a danger highlight or
an own MARPOL line, the USER CHART OBJECT alarm is given.
☞ On ships with DNV NAUT-AW approval, the alarm is triggered by own safety lines if, and only if, the
own safety line is touched when the ship is leaving the safe area. In the case of other ships, this
setting can likewise be made at service level.
☞ Because the User Chart Objects are available independently of the chart type, this kind of monitoring
can also be performed when raster charts are being used. It is urgently recommended 2) that, when
raster charts are used, the dangerous objects and (for example) traffic separation zones should be
marked by means of own safety lines or danger highlights.
1) Of the cells of this type that are present in the database, the cell with the largest scale is used for the monitoring.
2) On ships with DNV NAUT-AW approval, this is obligatory.
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Operating Instructions 24.2 Monitored Areas
24.2 Monitored Areas
Three different types of area are defined which are checked to determine whether they are touching the
objects mentioned in Section 24.1.
Present Position of Own Ship

For all monitoring modes, the view of the ship's contour 1) is used as the monitoring area.
Future Position of Own Ship

For each monitoring mode, the program constructs a guard sector with a width (in meters) and with a
length which can be individually adjusted for each monitoring mode. The guard sectors open out from
own ship‘s system position in the direction of the ship's movement and are carried along with the ship -
see the diagram.
Example:
Generation of the
SAFETY CONTOUR alarm Safety contour
by means of guard sector
Guard sector; moves along with the ship and

is always aligned in the direction of movement
of the ship (COG) (guard sector is not
displayed on the screen). The width x of the x
sector can be set.
The length was entered in the SAFETY

CONTOUR field in the CHART ALARMS
Dialog.
Ship's position when the SAFETY

CONTOUR NEARBY alarm occurs
System Track Section Situated Ahead

For the system track section that is currently relevant and is situated immediately ahead of the ship, the
program constructs a monitored track area which is used for all three monitoring modes.
In all cases, the currently existing leg is a part of the monitored track area. If this leg is longer than 10 NM
and has therefore been automatically divided up into subsections, the currently existing subsection and
the next one become part of the monitored track area. If the currently existing leg is not longer than
10 NM or if the ship is situated on the last subsection of the leg, then the next leg too or the first 10 NM
subsection of that leg becomes part of the monitored track area.
The monitored track area is situated centrally over the track and is twice as wide as the track limit,
contained in the System Track. If the track has been edited incompletely and no track limit has been
entered, the width of the monitored track area is equal to the width of the ship.
1)
The ship‘s contour (also called ship‘s true scaled outline) is defined on service level based on the system position and the distances to
bow,stern,starboard and port.
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Example of a Operating Instructions
Example of a
Example of a
monitored track area
at a waypoint Monitored track area
Track limit entered in the

The objects touched in the part of System Track
the monitored track area that is
situated astern are no longer
included in the chart alarm list. WOP
System track
First subsection of the next
leg (10 NM).
Own ship's position
The arc before the next leg is likewise

Last subsection of the currently monitored (with the next leg's track limit)
existing leg, e.g. 7 NM
24.2.1 Settings of the Monitoring Modes
The settings for the monitoring modes are made in the CHART
ALARMS Dialog: Click on the MENU button, and in the CHART ALARMS (1)
ALARMS menu click on the CHART ALARMS button. The SAFETY CONTOUR
first CHART ALARMS Dialog then appears in the Multidisplay. ON TRACK AHEAD 2000 m
OBJ. OF INTEREST
Alternative for opening the Dialog: Click on the chart alarm
ON TRACK AHEAD 2000 m
symbol with MORE and then (with DO) on CHART ALARMS.
USER CHART OBJ.
1.MORE ON TRACK AHEAD 2000 m
DEPENDING ON DISTANCE
2.DO
CHART ALARMS
MORE CLOSE
Opens the second CHART ALARMS window
To open the second CHART ALARMS Dialog, click on MORE:

CHART ALARMS (2)
AHD SECTOR WIDTH 500 m
MIN. SPEED 1.0 kn
ANCHOR WATCH ALARM
MORE CLOSE
see page 225

Returns to the first CHART ALARMS window
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Operating Instructions 24.3 The Chart Alarms
Specifying the Width and Length of the Ahead Sector

The length of the three guard sectors can be specified either
directly (DISTANCE in metres) or else the advance warning DEPENDING ON DISTANCE
time (TIME) can be defined. In the latter case, the program DO
defines the length of the guard sectors during the voyage with
the aid of the speed. The decision about this is made in the DEPENDING ON TIME
CHART ALARMS Dialog by clicking on the DEPENDING ON
field.
In the CHART ALARMS Dialog, it can be chosen if the calcu-
lated track area or the ahead sector (or both) are to be moni- CHART ALARMS (1)
tored. Further on, advance warning times or guard sector SAFETY CONTOUR
lengths can be set separately for the three monitoring modes, ON TRACK AHEAD 2000 m
as follows: OBJ. OF INTEREST
- in the SAFETY CONTOUR field, for monitoring on the ON TRACK AHEAD 2000 m
basis of the safety contour; USER CHART OBJ.
- with the OBJ. OF INTEREST field, for monitoring on the ON TRACK AHEAD 2000 m
basis of potentially dangerous objects of the vector chart;
DEPENDING ON DISTANCE
- with the USER CHART OBJ. field, for monitoring on the
basis of dangerous User Chart Objects. MORE CLOSE
DO DO DO
Switching the Monitoring On and Off

With the buttons ON TRACK or AHEAD each monitoring mode
can be switched on and off individually.
Suppression of the Monitoring at Low Speeds

It can be meaningful to suppress the monitoring at low speeds:
Click on the MIN. SPEED field and enter the lowest speed at
which the monitoring should still take place. If 0 kn is entered, MIN. SPEED 1.0 kn
no suppression takes place.
DO
The Chart Alarm Symbol

Below the horn symbol of the alarm list, there is the Chart Alarm symbol. From its colour, the Chart Alarm
status is indicated:
Green symbol: No object is detected by the monitoring modes
that are switched on.
Chart alarm symbol
Yellow symbol: Chart monitoring is not switched on (i.e. none
of the three monitoring modes is activated).
Red symbol: At least one object is being touched.
24.3 The Chart Alarms
The occurrence of the Chart Alarms (i.e. one of the alarms SAFETY CONTOUR [supplement], OBJECT
OF INTEREST [supplement]and USER CHART OBJECT [supplement]) is independent of the selected
display mode. The following description is therefore applicable for all display modes of a MULTIPILOT.
Occurrence of Chart Alarms

So that the Chart Alarms will not occur unnecessarily often in areas that are confined or that are difficult
to navigate for other reasons, the output of alarms is reduced in accordance with the following rule:
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24.3 The Chart Alarms Operating Instructions
An alarm appears only if new touching is detected for one of the

mentioned areas (own ship / guard sector or track and at that time no
other object is being touched which would cause an identical alarm if
touched.
Example 1: No monitored area is touching or covering a monitored object of the vector chart. Now, any
one of the monitored areas touches some vector chart object or other which is defined by the
program for the generation of the OBJECT OF INTEREST [supplement] alarm. In this case, the
OBJECT OF INTEREST [supplement] alarm appears. This alarm appears regardless of whether
an object is already being touched which is defined for the generation of a SAFETY CONTOUR
[supplement] alarm or USER CHART OBJECT [supplement] alarm, e.g. a dredged area or a
danger highlight.
Example 2: The ship is situated in a Caution Area (i.e. a vector chart object belonging to a class that is
being monitored). Therefore, in the past the OBJECT OF INTEREST [supplement] alarm has
occurred; the symbol indicates that at least this alarm is still relevant. Now, one or other of the
monitored areas touches a buoy (i.e. a vector chart object belonging to some other class that is like-
wise being monitored). In this case, a new OBJECT OF INTEREST [supplement] alarm appears.
First Information about the Cause of an Alarm

Before a Chart Alarm is acknowledged, initial information about
the cause of the alarm can be obtained by clicking in the alarm ALARM LIST
LOST TARGET (1)
list. MORE
OBJ. OF INTEREST NEARBY
Inside Depth area (20)
ON TRACK: Detected by the system track (the monitored track
area)
NEARBY: In the case of all objects: Detected by own ship's ACK HIDE
contour or by the guard sector. For more detailed informa-
tion refer to chapter 44.
Further Information about the Cause of the Alarm; List of the Chart Alarms
As long as a monitored area is being touched by one or more of the objects mentioned in Section 24.1,
the chart symbol is red. Further information about these objects is contained in a list (the Chart
Alarms list). If no object is being touched, the chart alarm symbol is green and the list is empty.
Content of the Chart Alarms List

The Chart Alarms list contains entries from all object classes 1) that are currently being touched. The
alarm names are entered, but each alarm name that is entered signifies a particular object. If several
objects of one and the same object class are being touched, an entry exists only for the object with the
smallest detected distance from own ship. The list is sorted on the basis of this distance; the detected
distance is stated.
Example: The ship is sailing along the line of buoys. The guard sector is set at 3 NM. It touches the next
four lateral buoys that are situated ahead. In the list, an OBJECT OF INTEREST [supple-
ment]alarm is shown for the nearest buoy. As soon as the buoy is no longer being touched by the
guard sector, the entry disappears from the list after it has been refreshed, and the alarm entry
appears there for the next buoy. Regardless of this, there may be other OBJECT OF INTEREST
[supplement]alarms entered in the list, but each of them for a different object class.
1)
Exception: Objects which are situated in the section of the monitored track area that is now situated aft of the ship are no longer entered
in the list.
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Operating Instructions 24.3 The Chart Alarms
IMPORTANT: Current Validity of the List Entries

Everything that has been said here about the content of the list refers to the point in time at which the
list appeared or has been opened by the operator. As long as the list is being displayed, it is updated
cyclically. Complete updating also takes place whenever the display of the list has been blanked out (e.g.
when an alarm appears or when some Dialog window or other has been superimposed in the Multidis-
play).
The update can also be initiated manually by clicking on the DO
REFRESH button. REFRESH
☞ The REFRESH button normally is insensitive, because the update takes place automatically. It
becomes sensitive at the time a "balloon-text" (see chapter 43) is displayed.
Important note about the detected distance: If, when the operator switches a monitoring mode on, an
area or a line object is detected, it is not certain that the stated position and distance of touching refer to
the position that is nearest to own ship. This is also generally true for monitoring by the monitored track
area if the next leg is activated for the monitoring process and an area or a line object is detected there.
For this reason, the nautical safety with regard to potentially dangerous objects must be additionally moni-
tored by the mariner with the aid of the chart and "his own eyes".
Operating Procedure for the Chart Alarm List

1. Displaying the list: By clicking on the symbol , the 1.DO
CHART ALARM LIST is displayed in the Multidisplay.
or
Alternative: Click on the MENU button, and in the
ALARMS menu click on the CHART ALARM LIST 1.DO
CHART ALARM LIST ...
button.
2. Displaying the position of the object in the chart: By
clicking on a list entry, the position of touching is
CHART ALARM LIST
displayed in the PPI by a red circle (if the touched object
ALARM RNG
is situated in the visible chart area); the list entry is then
OBJ. OF INTEREST 0.20 NM
green. By clicking again, the marking is switched off.
3. Displaying further information about the touched USER CHART OBJ. 0.48 NM
object: Click on the list entry with MORE or keep the 3. SAFETY CONTOUR 3: 0.79 NM
cursor on a list entry for about a second. As a result, a OBJ. OF INTEREST 1.65 NM
OBJ.separation
Traffic zone On Track1.76
OF INTEREST (IMO NM
small window containing the available information about -adopted)
the touched object appears under the list entry. RNG 1.65 NM, BRG 214.7 °
REFRESH CLOSE
LAT 54:05.885 N, LON 005:23.875 E
Content of the window:
2.DO
- Object class and information about the monitored
area which has been touched (as in the window of
the alarm list - see above).
- Position at which the touching was detected, as well as the bearing and range 1) of that posi-
tion
- Information available in the electronic chart concerning the touched object for the purpose of
this display. (Further information can be called up in ECDIS mode in the PPI by means of the
INFO window.)
☞ When the cursor is moved to the other entries, the window containing the associated informa-
tion appears immediately.
1) Relative to the conning position
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24.3 The Chart Alarms Operating Instructions
Summary
The occurrence of a Chart Alarm is intended to draw the your attention
to the n e w s i t u a t i o n . The red symbol is intended to r e m i n d
you constantly that a situation exists which might be dangerous. With
the CHART ALARM LIST, you can c a l l u p t h e n e c e s s a r y d e t a i l s
quickly at any time; however, by checking in the chart, you should addi-
tionally obtain certainty about the measures that have to be taken.
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MULTIPILOT 25 Anchor Watch
Operating Instructions 25.1 Setting the Limits for the Anchor Watch Function
25 Anchor Watch
An anchoring manoeuvre can be supported at the radar during the various phases:
- During approach of the planned anchor position, the distance and bearing to the anchor position to
be approached can be displayed after the anchor position and the intended anchor have been
entered.
- When the ship is lying at anchor, the anchor watch function can be used to monitor that the anchor
position is being maintained. For this purpose, limit values must entered to ensure that the corre-
sponding alarm is generated when the limits are transgressed.
Both of these possibilities are discussed in this section.
- When the ship is lying at anchor, it is also possible to keep the heading at a specified value. This is
an optional function of the TRACKPILOT of control interfaces to the tunnel thrusters, which requires
the corresponding installation; see Section 36. and an activation at service level.
- It is recommended to operate the Anchor Watch function at one of the Radar Indicators only, in order
to avoid different areas to be generated by the system. 1)
25.1 Setting the Limits for the Anchor Watch Function
These settings are made in the ANCHOR WATCH Dialog.

Opening the Dialog: Switch to the Chart Radar mode or ECDIS ANCHOR WATCH
mode, and click the EVENT button or press the EVENT key. ANCHOR POSITION NEW
Then click the ANCHOR WATCH button. LAT 45:37.879 N DIST 653 m
LON 013:41.964 E BRG 110.8 °
This switches on the display of the User Chart Objects, if appli-
USED ANCHOR PORT
cable. SHACKLES [27.5 m] 6.4
☞ The Anchor Watch Area described below is a User Chart DEPTH 15.5 m
Object. User Chart Objects of this type should not be ANCHOR W. AREA NEW
edited according to Section 16. Apart from the editing MAX. SPEED 0.5 kn
procedure itself, the difference in this case is that, when ALARM CLOSE
the Anchor Watch Area described here is used, moni-
toring functions are also activated that are not meaningful in connection with the areas edited as per
Section 16.
The input data described below are distributed system-wide, and can therefore be entered at any MULTI-
PILOT. Only one Anchor Watch Area of this kind may be defined within the entire system; if several
entries are made, the last one will be valid.
Approaching the Anchor Position

Enter the anchor position. For this, there are four possibilities:
A Drop symbol at the actual position. B/C a. DO
A a.MORE
B A new anchor point symbol is edited graphically: Click the
ANCHOR POSITION button 2), then click the anchor posi- ANCHOR POSITION NEW
tion in the chart area. DROP
A b.DO
NEW
MOVE
SELECT
DELETE
1) Data distribution of the Anchor Watch Area to other indicators may take some 10 seconds.
2) The button must display NEW. If it does not, click on it with MORE and choose NEW.
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25 Anchor Watch MULTIPILOT
25.1 Setting the Limits for the Anchor Watch Function Operating Instructions
C There already is a symbol at the anchor position 1): Click the ANCHOR POSITION button with
MORE, choose SELECT and click the symbol.
D A new anchor point symbol is edited alphanumerically: C b.DO C c.DO
Click the ANCHOR POSITION button 2), then enter the
geographic position in the LAT/LON fields and click ANCHOR POSITION APPLY
APPLY (displayed behind ANCHOR POSITION). LAT 45:37.879 N DIST 653 m
LON 013:41.964 E BRG 110.8 °
☞ The symbol generated by methods A and D is a User Chart Object of the type Anchorage Area, as
may also be edited according to Section 16. It does not matter where the editing took place. In
contrast to the Anchor Watch Area (see below), several symbols of this type can be constructed and
they remain defined until erased with the Delete function.
In all three cases, the position can be moved later as required:
- Graphically: After clicking the button ANCHOR POSITION with MORE and choosing MOVE, click
the anchor point symbol and then click the new position. The distance and direction of the cursor
position is displayed; see page 172.
- Alphanumerically: After clicking the button ANCHOR POSITION with MORE and choosing
SELECT, click the anchor point symbol, enter the geographic position in the LAT/LON fields and
click APPLY (displayed behind ANCHOR POSITION).
5. Behind USED ANCHOR, choose the anchor port or star-
USED ANCHOR PORT
board to be used.
☞ The anchor approach is supported by the above-
2.DO
mentioned settings: In the LAT/LON fields, the anchor USED ANCHOR STBD
position is shown; after DIST and BRG, the distance and
bearing from the hawsepipe entered behind USED
ANCHOR to the anchor position are displayed.
The ship is located at the anchor position when a sufficiently small value is displayed in the DIST field.
1. Behind SHACKLES, enter the number of shackles to be DO
SHACKLES [27.5 m] 6.4
paid out.
1.DO
2. After clicking MORE in the DEPTH field, click on TAKE 2a.MORE
ECHOSOUNDER (using DO). This enters the depth
reported by the echosounder currently connected. This DEPTH 15.0 m
preset depth can also be corrected manually. TAKE ECHOSOUNDER
☞ If the depth at the anchor position is known, it can also be 2b.DO
entered alphanumerically beforehand (after clicking in the

DEPTH field).
3. Click the ANCHOR W. AREA button 2). 3.DO
ANCHOR W. AREA NEW
1) The Anchorage Area type is provided for this purpose, but any other (point) symbol that is a User Chart Object may be selected instead.
2) The button must display NEW. If it does not, click on it with MORE and choose NEW.
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MULTIPILOT 25 Anchor Watch
Operating Instructions 25.2 Activating the Anchor Watch Function
On the basis of the parameters entered, this

generates a User Chart Object of the type
Anchor Watch Area, which is then shown in Hawsepipe
the chart area. It is shaped like the sector of Anchor position
a circle, and its orientation and dimensions
are determined as follows: S
D
- The centre of the circle is located on
the anchor point symbol "touched" last L2 L1
(with one of the functions of the R
ANCHOR POSITION button).
- The direction of the sector corresponds L1: Distance resulting from the chain length S and the entered
depth D
to that of the stern line applying when L2: Value entered at service level
step 3 was performed. R: Radius of the Anchor Watch Area
- The apex angle corresponds to the
Anchor Watch Area that was last edited
in this way.
- The radius was calculated from the number of shackles, the entered length S, the depth entered in
the ANCHOR WATCH Dialog, as well as the ship dimensions stored in the system configuration,
where the distance from the hawsepipe to the keel is also taken into account; see diagram.
4. If the Anchor Watch Area is located at the wrong symbol, click on the button ANCHOR POSITION
with MORE, choose SELECT and click on the correct anchor point symbol.
5. Modifying the angle and the sector: Click the button 4a.MORE
ANCHOR W. AREA with MORE, and click MODIFY
(using DO). Click a side of the sector (click on the side ANCHOR W. AREA NEW
within the area) and then click on the new direction. NEW
Repeat with the other side of the sector. Then switch off MODIFY
4b.DO
DELETE
the Modify function: Click the button MODIFY with MORE,
and click NEW (using DO).
6. In the MAX. SPEED field, enter the speed value for the
transgression of which an alarm should be generated. If 0 MAX. SPEED 0.5 kn
kts is entered, no alarm is generated. 5.DO
25.2 Activating the Anchor Watch Function
If the ship is located completely within the Anchor Watch DO

Area, activate the anchor watch function by means of the ALARM CLOSE
ALARM button. This can be done individually for each
MULTIPILOT.
Alternatively, the anchor watch function can also be switched on with the ANCHOR WATCH button of
the CHART ALARMS Dialog; see page 220.
☞ If the display of the User Chart Objects was not switched on previously, it is now switched on through
the activation of the anchor watch function. The borders of the monitored Anchor Watch Area are
displayed as a thick red line.
If the display of the User Chart Objects is switched off while the anchor watch function is active, the
activated Anchor Watch Area is still displayed.
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25 Anchor Watch MULTIPILOT
25.3 Alarms Operating Instructions
25.3 Alarms
Each MULTIPILOT at which the anchor watch function is activated, monitors the following changes and
issues the specified alarms, if applicable:
If the distance between anchor position and hawsepipe is larger than the value resulting from the chain
length and depth that were entered, the alarm ANCHOR DRAGGING is shown, to warn against possible
dragging of the anchor.
If the shipsymbol touches the borders of the anchor watch area and the anchor watch function is acti-
vated, the alarm EXITING ANCHOR WATCH AREA is shown. 1) After the alarm has been acknowledged,
it only appears again when the ship touches the border a second time after having moved back
completely into the Anchor Watch Area.
The longitudinal and transverse speeds of the ship over ground are monitored, together with the trans-
verse speeds fore and aft. If one of these values is greater (on a non-transient basis) than the speed
entered behind MAX. SPEED, the alarm ANCHOR WATCH SPEED LIMIT is shown. The alarm disap-
pears if the speed remains below this limit value permanently.
25.4 Deactivating the Anchor Watch Function
Before the ship leaves the anchorage, deactivate the anchor DO

watch function by means of the ALARM button. This can be ALARM CLOSE
done individually for each MULTIPILOT.
Alternatively, the anchor watch function can also be switched off with the ANCHOR WATCH button of
the CHART ALARMS Dialog; see page 220.
If this is not done, the alarms mentioned above will be shown on leaving the anchorage. If the Anchor
Watch function is not deactivated after that, the alarm OUT OF ANCHOR WATCH AREA is shown as
soon as the ship is located completely outside of the Anchor Watch Area. When this alarm is acknowl-
edged, the anchor watch function is then switched off automatically.
It is not necessary to delete the anchor watch area generated as per Section 25.1. It is cleared automat-
ically as soon as a new anchor watch area is edited as per Section 25.1. Any Anchorage Area symbol
that may also have been generated is retained as a reference and can be used for the next anchoring
procedure by means of the SELECT Function.
1)
The alarm is triggered as soon as a rectangle placed around the ship contour Border line
touches the border of the Anchor Watch Area
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MULTIPILOT 26 Voyage Recording
26 Voyage Recording

◆ Voyage recording in the MULTIPILOT
◆ Copying recorded data onto diskette
The MULTIPILOT stores important nautical data onto its hard disk during the voyage, redundantly relative
to the CHARTPILOTs of the system. 1)
On all of these units, the recording process and the recorded data are identical, with the sole logical but
important exception that no recording takes place on units that are not operating.
In these Operating Instructions, no attempt is made to describe the voyage recording process once again
in detail. This has already been done in the Operating Instructions of the CHARTPILOT, which please
see.
Recorded data can be replayed only on CHARTPILOTs. The transfer of the data recorded on the MULTI-
PILOT to the CHARTPILOTs is performed by diskette. For the operating procedure of the CHARTPILOT
replay function, see the Operating Instructions of the CHARTPILOT.
Copying of Recorded Data onto Diskette

Either the short-term recording file or the long-term recording file or an excerpt from one of the files can
be copied onto a diskette. If a large quantity of data are to be copied, it might be necessary to use more
than one diskette.
The operating procedure takes place in the VOYAGE
RECORDING Dialog. VOYAGE RECORDING
2.DO
BACKUP
1. Click on the buttons MENU, UTILITIES and VOYAGE LONG-TERM RECORDING
RECORDING one after the other. The VOYAGE 3.DO
PARTLY
RECORDING Dialog opens up.
LONG-TERM LAST 14 days
2. If necessary, by clicking on LONG-TERM RECORDING SHORT-TERM LAST 4 hrs
or SHORT-TERM RECORDING select the file that is to
be copied.
3. If necessary, by clicking on COMPLETELY or PARTLY 6.
specify whether the complete file or only the data SAVE TO DISKETTE CLOSE
recorded last are to be copied. 5a.DO
4.DO
or
4. If PARTLY is selected, the recording period that is to be 4.DO
copied can be specified in the fields LONG-TERM LAST ABORT
or SHORT-TERM LAST. With the time inputs LAST days 5b.DO
or LAST hrs, the period before the start of copying is
meant.
1)
This recording must not be confused with the much more extensive recording provided by a voyage data recorder that is possibly installed;
see page 319.
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26 Voyage Recording MULTIPILOT
☞ The short-term recording file stored on the hard disk contains the data that were stored during
the last 12 or 24 1) hours of recording.
If the MULTIPILOT was not switched on continuously during the last 12 or 24 hours, the
recording period (i.e. the difference between the recording instants of the oldest data that are
still stored and the data that were stored last) extends over more than 12 or 24 hours.
The same applies in principle to the long-term recording file stored on the hard disk, for which
the recording period is 92 days.
The recording periods contained in the files are displayed in the field LONG-TERM LAST or
SHORT-TERM LAST if COMPLETELY is selected.
5. Now at the latest put a diskette into the diskette drive and start the copying process by clicking on
the SAVE TO DISKETTE button.
☞ The diskette should not contain any data worth keeping, because in the process of copying the
voyage recording data all of the data already existing on the diskette are erased (without
advance warning). 2)
In the field above the CLOSE button, the program now reports on the activities currently taking
place. There, requests to the operator also appear, e.g. when a diskette is to be inserted. The
SAVE TO DISKETTE button has become the ABORT button. With that button, the copying
process can be aborted at any time. However, after an abort the diskette cannot be read-in on
the CHARTPILOT.
☞ The copying process can take some time. It runs even if the VOYAGE RECORDING Dialog is
covered over. As soon as a request is made to the operator, the Dialog reappears.
If more than one diskette is needed, the diskettes should be marked to indicate the sequence,
because when the data are being played into the CHARTPILOT that sequence must be used.
6. When the copying process is finished, the message READY! appears, together with the statement
of the file name under which the data are stored on the diskette.
☞ The file name contains the recording instant of the first data set stored, the format being
yymmdd (long-term recording) or yymmddhh (short-term recording).
1) Can be set at service level.

2)
During copying, the diskette also loses its DOS formatting. If it is to be used later for other purposes, it can be DOS-formatted again on the
MULTIPILOT - see Section 49.6.
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MULTIPILOT
Conning Displays
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MULTIPILOT
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MULTIPILOT 27 The Displays in the Conning Mode
27 The Displays in the Conning Mode

◆ Explanation of the data displayed on the MULTIPILOT in
Conning mode and on the CONNINGPILOT
◆ Settings for the display of these data
On the MULTIPILOT in Conning mode and on the CONNINGPILOT

several conning displays are available, each of them containing the most important data for nautical ship-
handling in a standard situation 1). They are as follows:
- the Open Sea display for sailing on the open sea, especially also for sailing with the TRACKPILOT,
- the Harbour display for sailing in coastal approaches and for docking,.
- the Manoeuvre display for using azimuth thrusters situated on center line2),
- the Docking display for the docking manoeuvre 2),
- the Clearance display for sailing in shallow water 2).
Which data are shown in these displays, and in which configuration, depends on the units installed on
board and on the interfaces that are implemented. 3) In the following, explanations are given with the aid
of examples to indicate which data can be displayed and how the individual graphic elements should be
interpreted.
All conning displays occupy the screen area which, on the MULTIPILOT would otherwise contain the PPI
or the chart area. The right-hand side-strip is available (with the same content) in all display modes.
The conning displays are divided into the main part and three areas, in each of which one of the available
individual displays can be shown. In the case of the Open Sea display, the Harbour display and the
Manoeuvre display, the individual displays are situated to the left of the main part, in the case of the
Clearance display above the main part. In the case of the docking display, configuration can be selected,
see page 240. Furthermore, the Quick Info box is always situated at bottom left.
Configuration of the three individual displays in the case of Docking display

or
main part
or
1)
Wherever there are differences in the Conning mode of the MULTIPILOT and that of the CONNINGPILOT, this is noted in the following.
2) Available with the corresponding configuration on the service level.
3) All displays that need the own speed for their generation are based on the data of the selected speed sensor.
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27 The Displays in the Conning Mode MULTIPILOT
27.1 Selection of the Conning Displays Operating Instructions
27.1 Selection of the Conning Displays
At the MULTIPILOT:
Switching the Conning Mode On

By pressing of the CONN MODE key, the Conning mode is switched
on. The conning display that was switched on last in the Conning
mode appears. RADAR CHART CONN
MODE
Selecting the Display DO
or
Repeated pressing of the CONN MODE key causes a change-over DO
to the other conning displays. These switch-overs take place in the
same way if, instead of the CONN MODE key, the CONN button RADAR CHART CONN
which appears after clicking on the MENU button is used.
At the MULTIPILOT and at the CONNINGPILOT:

1.DO
Selecting the Display

OPEN SEA
Click the Conning Display button, then click on the button for the OPEN SEA
desired display. HARBOUR
MANOEUVRE
☞ The Conning Display button is situated in the main part of the
2.DO
DOCKING
conning display, see Figure on page 236. CLEARANCE
Selecting Individual Displays

CLOSE THIS OTHER
The individual displays each contain data of a particular WIND
subject. Two of the displays, namely the Wind display DEPTH 1.DO
and the Depth display, are known from the Radar mode WEATHER
RECORDING
and the chart display modes. In Conning mode too, they PROPULSION
can be displayed on the Multidisplay in the right-hand GEN. POWER
side-strip. For the three areas of the conning displays, 2.DO
MANOEUVRE
the selection procedure takes place with the hidden DRAUGHT
SPEED
OTHER buttons situated in these areas.
27.2 Open Sea Display, Harbour Display and Manoeuvre Display
In these displays, a number of data that are needed for sailing in coastal approaches and on the open
sea are displayed as numerical values and as graphics. In this section, the main part of the two displays
is described jointly because they are very similar. The differences are described on page 238.
The data contained here have been adapted at service level to suit the units installed on board and the
interfaces that are implemented. By means of operating actions, only one setting can be made here:
Switching over the display range of the rate-of-turn display

It is possible to choose between the ROT display ranges 30°/min and
DO
90°/min. The switch-over is performed by clicking on the ROT button ROT
☞ The scale in the 30°/min range is linear, in the 90°/min range, it is non-
linear.
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Operating Instructions 27.2 Open Sea Display, Harbour Display and Manoeuvre Display
Displays in the Upper Area of the Main Part
Radius of the turning circle currently being

performed, computed from the measured speed
and the ROT. If the radius of the turning circle is
greater than 5 NM, the radius is not displayed.
Set Radius with which the TRACK-
PILOT is performing a course change.
If the next manoeuvre cannot be Rate of Turn, computed from the change in
performed with the set radius, the the gyro heading values supplied by the
value flashes. compass system.
Bar to the right: Ship is turning to starboard.
Triangle at the end of the scale: Exceeding of
Switch-over of the ROT the scale range.
display range:
Click on ROT
Gyro heading
Yellow triangle: The set
heading or course, specified
by the TRACKPILOT: 1) 2)
Red line: Direction of the Next radius: Pre-
quay (docking direction, see planned set radius which
page 239) is defined as the set
radius by pressing of the
Green field: EXECUTE 3) key
This indicator is
TRACKPILOT Master
Mode of the TRACKPILOT

Gyro Heading
Set course, specified by Drift angle computed from the
the TRACKPILOT: 1) 2) Next course: Pre- longitudinal and transverse
planned course which speeds supplied by the
Actual course 1) is used 2) as the set selected speed sensor (from
= gyro heading + drift angle course by the TRACK- BT values, if available)
(+ course correction 4)) PILOT after pressing
of the EXECUTE key
3).
1) Course over ground if the selected speed sensor is working in Bottom Track mode
Course through the water if the selected speed sensor is working in Water Track mode
2) In Heading mode of the TRACKPILOT, this is displayed beside HEADING to make it clear that the values are no course values.
3) Additionally in Track mode if, and only if, the WOP has been reached and after an appropriate alarm.
4) In the Track mode only
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27.2 Open Sea Display, Harbour Display and Manoeuvre Display Operating Instructions
Displays in the Lower Area of the Main Part. Example: Conventional Propulsion
Transverse speed at the bow, Next Speed: In Profile Mode and in Arrival mode,
computed by the system 1) the Pre-planned speed appears here which is
specified as the set speed to the SPEEDPILOT at
the WOP of the TO-waypoint
Conning display button
for display selection
Actual set lever value of the
SPEEDPILOT given to the
engine control system (shows
dashes if SPEEDPILOT is
Speed over ground or speed through the water1) switched-off)
Set speed specified to the SPEEDPILOT 1)
Mode of the SPEEDPILOT
Propeller shaft revolution rate 2)
Pitch of variable-pitch propeller2)
Shaft power 2)
Longitudinal speed 1)
measured by the selected speed sensor
Transverse speed at the stern,

computed by the system 1)
Clutches 2)
Coloured field: Engine coupled
Rudder angle, from the rudder angle sensor In the case of ships with two
Yellow triangle: The set rudder angle, specified by the TRACKPILOT propeller shafts, the data of the star-
Red lines: The rudder limit that is set on the TRACKPILOT board shaft are displayed here.
1) Speed over ground if the selected speed sensor is working in Bottom Track mode,
speed through the water if the selected speed sensor is working in Water Track mode
2) Data from the engines or engine control system, depending on availability Displays not explained here:
See next pages
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Operating Instructions 27.2 Open Sea Display, Harbour Display and Manoeuvre Display
Displays in the Lower Area of the Main Part. Example: Propulsion Data of Azimuth Thrusters
Transverse speed at the bow,

computed by the system
Data of the azimuth thruster:

Length of the yellow bar and lower left numerical value:
rpm: Revolution rate of the thruster (actual value) or
%: Pitch of the thruster (actual value)
Bar is yellow: Normal direction of rotation of the propeller. (Ship
is propelled in the ahead direction of the thruster).
Bar is red: Propeller is rotating in reverse. (Ship is propelled in the
direction opposite to the ahead direction of the thruster.).
Yellow triangle: The set value of the thruster direction, if TRACK-
PILOT is active.
Black triangle and upper numerical value: Heading direction of
the thruster
At service level, it is possible to specify that the numerical field
becomes green or red when the ship is not being propelled
ahead. Whether the colour indicates the direction of the force
exerted by the thruster or, alternatively, the direction in which
the ship is moved can also be specified at service level.
Propeller symbol indicates whether the propeller is situated at the
front or back of the thruster.
Circular area is red: Thruster is out of service, if available.
Red arc around 0°: The rudder limit that is set on the TRACK-
PILOT
Numerical value on the right: Power of the thruster, if available.
Transverse speed at the stern,

computed by the system
Displays not explained here: Longitudinal speed
See page 237 and page 238 measured by the selected speed sensor
Additional Displays in the Manoeuvre Display
Data of the azimuth thruster on the center line:

Symbols used: see above.
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27.2 Open Sea Display, Harbour Display and Manoeuvre Display Operating Instructions
Additional Displays in the Open Sea Display

The following deviations are calculated based on the System Position as the reference location on the
ship ( see Section 1.5).
Course deviation (Set course minus actual course): 1) 2)

Bar to the right: The actual value lies to starboard of the set value.
Red lines: The set course limit
Bar is red: The course limit is exceeded.
Track deviation: 1)
Bar to the right or R: The ship is situated to the right of the
track.
Red lines: The set track limit
Bar is red: The track limit is exceeded.
XTD: Deviation from the System Track 3)
R = the ship is situated to the right of the track
Red background: Deviation from the System Track
exceeds the set track limit.
Longitudinal speed measured by the selected speed sensor:

Bar grey: Speed over ground
Bar blue: Speed through the water
1) Relative to the track used by the TRACKPILOT. (In Heading mode and Course mode, this
track is basically different from the System Track)
2) In Anchor Control mode: Heading deviation, red line = set heading limit, etc.
3) The display is absent if there is no System Track defined. It is also absent if the ship is
sailing in Track mode, because then XTD is identical to the track deviation that is displayed.
Additional Displays in the Harbour Display and in the Manoeuvre Display
Power of the bow and stern thrusters:

Length of bars corresponds to power reported by thruster
(100% = half the width of the ship).
Bars are displayed in direction of ship's movement caused by
the transverse thrust.
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Operating Instructions 27.3 Docking Display
27.3 Docking Display
In the main part of the Docking display, the movement of own ship can be visualised by the display of
the history and of prediction. Furthermore, ROT, heading, alignment of the pier, bow / stern / azimuth
thruster, wind direction and rudder angle can be displayed graphically.
Other data that are important for docking, such as longitudinal and transverse speed, water depth, and
numerical values for wind, set and drift, and draught, can additionally be displayed by suitable selection
of the individual displays.
For adaptation to suit the installation direction of the monitor being observed, the display can be rotated
in steps of 90°.
All adjustment possibilities relating to the main part of the
Docking display are contained in the DOCKING DISPLAY DO
CONN
menu:
Switch to the Conning mode and click on the CONN button.
DOCKING DISPLAY
Switching the Display of the Elements On and Off DISPLAY

DO
ROT HEADING
By clicking on the buttons contained under DISPLAY in the DO
PREDICTION HISTORY
DOCKING DISPLAY menu, the individual graphic elements DO
RUDDER
of the main part can be displayed or removed from the
PREDICTION / HISTORY TIME
display.
60 sec
History and Prediction
ORIENTATION BOW UP
As history, the last 10 positions of the ship are displayed
relative to the present position (if, due to low speed, they are
situated within the display).
For the display of the prediction, a prediction is performed concerning the point to which the ship will
move if the existing movement of the ship is maintained. For this too, (max.) 10 positions of the ship are
displayed relative to the present position.
Setting the Time Period for the Display of History and Prediction
In the menu DOCKING DISPLAY, click on the PREDICTION / PREDICTION / HISTORY TIME
HISTORY TIME field. This causes a Dialog to open. In that 1.DO 60 sec
Dialog, either
a) click on the desired numerical value, or 180 sec
b) click into the (vertical) bar area, pull the bar to the desired 120 sec
value and press the DO key. 2.a DO
60 sec
or
30 sec
2.b DO
20 sec
10 sec
Displaying the Direction of the Pier

In the heading scale, the alignment of the quay can be displayed as a red line. (A red line also appears
in the heading scale in the direction opposite to the entered value.) This value must be entered by the
operator.
Entering the alignment of the quay as a numerical value:
Click on the DOCKING DIRECTION field, and enter the direc- DO
tion with the virtual keyboard.
DO
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27.3 Docking Display Operating Instructions
Entering the alignment of the quay by taking over the 1.MORE

existing values: Click on the DOCKING DIRECTION field with
the MORE key or in the middle of the heading scale with the DOCKING DIRECTION 144.2°
DO key. Here TAKE TRACK can be used to take over the last 2a.DO TAKE TRACK
leg of the System Track and TAKE HEADING to take over the or TAKE HEADING
2b.DO
current heading value.
Switching the display on and off: Click on the DOCKING DIRECTION button or click in the middle of
the heading scale, and then click on SHOW DOCKING DIRECTION or HIDE DOCKING DIRECTION.
☞ A necessary prerequisite for the display of the quay alignment is also that the heading scale should
be switched on in the Docking Display.
Rotating the Display 1.DO
After clicking on the ORIENTATION field in the DOCKING

ORIENTATION BOW UP
DISPLAY menu or after clicking with MORE on the Conning BOW UP
2.DO
Display button, the direction of the display can be selected. BOW RIGHT
BOW DOWN
BOW LEFT
Main Part of the Docking Display
Rate of Turn, computed from the change in the Gyro

Heading values supplied by the compass
Bar to the right: The ship is turning to starboard.
Red Triangle at end of scale: Exceeding of the scale
range.
Gyro Heading
Red line: Alignment of the pier; direction was
entered manually
Conning Display Button
for display selection
Future positions of the ship, assuming that the
longitudinal and transverse forces remain constant;
display of the next 10 positions relative to the present
position (the time interval can be set under Predic-
tion in the Docking menu).
Past positions of ship, display of the last 10 positions

relative to the present position (The time interval can be
set under History in the Docking menu.)
Ship symbol with:

Black lines: Speed vectors forward and aft (computed
from the displayed speeds of the ship); limited to
2.5 kn
Blue arrow: Relative drift vector (= DRIFT and SET);
limited to 2.5 kn
Yellow flag: Wind direction and speed, relative; 5 m/s
corresponds to half a division; measured by the wind
sensor
Brown bars: Power of the thrusters
- Bar length corresponds to power reported by
thruster.
(100% = half the width of the ship)
- Bars are displayed in direction of ship's movement
Rudder angle, from the rudder angle sensor
Here, the data of the azimuth thrusters can be Red lines: The rudder limit that is set on the TRACKPILOT
displayed also; for explanation, see page 237.
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Operating Instructions 27.4 Clearance Display
27.4 Clearance Display
In the lower part of the main part of the Clearance display, data which are helpful for sailing in shallow
water are displayed as numerical values and graphically. In the upper part, the same data appear as in
the Open Sea display and the Harbour display.
The following settings can be made in the lower display:
Setting the Display Range of the Depth

Click into the graphics of the
1.DO
Clearance display, then click on
10 m
the desired display range. 20 m 2.DO
30 m
40 m
50 m
100 m
Entering the Present Draught

If there is no draught sensor connected, the draught values must be entered manually:
Click on the DRAUGHT FORE or on the DRAUGHT AFT field, and then enter the value with the virtual
keyboard.
DRAUGHT AFT 6.10 m FORE 6.72 m

DO DO
☞ If draught sensors fore and aft or a forward draught sensor and a trim sensor are connected, then
no manual input is possible. If only a forward draught sensor is connected, then the draught aft must
be entered, whereas if no draught sensor is available at all, both values must be entered.
The manual input can be made at all CHARTPILOT and MULTIPILOT indicators in the system (not
at the CONNINGPILOT). The values are distributed system-wide. The value sent out by the own AIS
system is not changed by this and must be entered correctly in addition; see page 139.
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27.4 Clearance Display Operating Instructions
The Clearance Display
Conning display button Draught at stern, Draught at bow, Smallest measured depth
for display selection source see page 241 source see page 241 from the navigation echoso-
under under the ship
Trim: Difference between the forward draught

and aft draught, computed from the draughts or
determined by connected trim sensor.
– = bow is down
Heel: Heel, determined by the heel sensor
List: Draught increase caused by heel, determined

by the list sensor or computed from the heel
Squat: Draught increase caused by the suction

effect occurring between the moving ship and
the water bottom, computed from the speed from
the selected speed sensor and the present depth
measured by the navigation echosounder, taking
account of the factors stored in the ship model
Graphic display of heel
Clearance: Least distance between the ship Graphic display of trim Water depth in meter
and the water bottom, computed from the least
depth measured by the navigation echosounder
under the ship minus the list and squat, and
minus the trim if the trim is positive Present measured depth from
the navigation echo sounder
Schematic diagram of the depth situation under the ship:

- Horizontal black line: Largest draught (forward draught plus list and squat, and plus trim if trim is positive)
- Lower brown area: The upper edge is the depth history (the most recent measurements made by the navigation echo
sounder)
- Green bar: Position of least measured depth under the ship; bar height corresponds to clearance. Bar goes red: The
measured water depth is less than the DEPTH ALARM value that is set in the TRACK / DEPTH ALARM Dialog.
- Red line: The set depth alarm value
☞ If the ship has an echosounder with several transducers, the displayed data are shown only if the forward transducer is
selected. If a different transducer is used, the values of MINIMUM DEPTH, SQUAT and CLEARANCE as well as the
diagram of the depth situation under the ship are not shown. The numerical value of ACT DEPTH is arranged in accord-
ance with the position of the selected transducer.
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Operating Instructions 27.5 Individual Displays
27.5 Individual Displays
In addition to the individual displays Wind (see page 183) and Depth (see page 182), on the CONNING-
PILOT and on the MULTIPILOT in Conning mode the following individual displays are available (if the
required sensors are connected):
Weather:
Air temperature, outside, transferred from the weather station
Relative humidity of the outside air, transferred from the weather station
Dew point of the outside air, computed from air temperature and relative humidity
Barometric pressure transferred from the weather station, including

its variation during the past 8 hours
Sea water temperature, transferred from the temperature

sensor or from the weather station
Link from TP
Recording: Black triangle: Permanent helm (= neutral rudder angle adapted by the TRACKPILOT)
Recording of the past 10 minutes:
Blue: Gyro heading
Yellow: Rudder angle 1) or ROT.
1) In the case of twin rudder systems, the mean value of the two rudder systems is
displayed.
Switch-over between recording of rudder angle and ROT by clicking
If a SPEEDPILOT is installed, the following display can also be selected here by clicking on SPEED:
Recording of the past 10 minutes:

Blue: Speed of the selected speed sensor
Yellow: Lever setting of the SPEEDPILOT.
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27.5 Individual Displays Operating Instructions
Propulsion:
Data from the engines:
Propeller shaft revolution rate
Pitch of variable-pitch propeller
Shaft power
Generator Power: (selectable only in the case of ships with electromotive propulsion and special interface.)
Main generators
Yellow: Generator is running
Yellow: Consumed power

Green: Remaining power
Data from the power generators
For the Generator Power display, there are other displays available with
a different selection and layout of the data described, depending on the
type of interface configured on service level.
Manoeuvre: (Can be selected only in the case of ships with azimuth thrusters and special interface)
Overall estimated effect of the thrusters:

Green arrow: Present effect (estimated direction of the ship’s movement caused by the thrust
Yellow arrow: The set value (estimated sum of propulsion orders)
Both arrows represent the vector sum of the available azimuth thrusters calculated from the data
input, selected here. The maximum length of the arrows represents 100% thrust on all avail-
able thrusters.
RPM: Values are based on the signalled rotational speed
PITCH: Values are based on the signalled pitch data
POWER: Values are based are the measured output
FORMULA 1: Values are based are the measured output, taking into account a nonlinear rela-
tionship between measured output and thrust.
Note: The rotational forces, generated by the thrusters cannot be derived from the Manoeuvre display.
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Operating Instructions 27.5 Individual Displays
Draught: Selectable only if the appropriate sensors are installed
Draught values,
source see page 241
Trim: Difference between the forward draught and aft draught, computed
from the draughts or determined by connected trim sensor (– = bow is down)
Heel: Heel, determined by the heel sensor (– = port is down)
List: Draught increase caused by heel, determined by a connected list sensor

or computed from the heel
Squat: Draught increase caused by the suction effect occurring between the
moving ship and the water bottom, computed from the speed from the selected
speed sensor and the present depth measured by the navigation echosounder,
taking account of the factors stored in the ship model
Clearance: Least distance between the ship and the water bottom, computed from the least depth measured by the navigation echo-
sounder under the ship minus the list and squat, and minus the trim if the trim is positive
Link from TP
Speed:
Transverse speed at the bow, computed by the system 1)
Triangle is green: Bow moves to starboard.
Triangle is red: Bow moves to port.
Longitudinal speed 1)
measured by the selected speed sensor
Transverse speed at the stern, computed by the system 1)

Triangle is green: Stern moves to starboard.
Triangle is red: Stern moves to port.
Switch-over between kn and m/sec by clicking on a numerical field
1) Speed over ground if the selected speed sensor is working in Bottom Track mode,
speed through the water if the selected speed sensor is working in Water Track mode
Consumption: (selectable only if the appropriate sensors are installed and connected)
Fuel consumption of the propulsion engines, measured by the fuel meters;

switch-over between litres and kg by clicking on a numerical field
Fuel consumption after the last consumption reset
Measured air-charge pressure of the main engine

Fuel density at 15°C.
Measured fuel temperatures
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28 Overhead Displays and Portable Displays MULTIPILOT
28 Overhead Displays and Portable Displays

◆ Displays on the Overhead Displays and Portable Displays
◆ Operating the Overhead Displays and Portable Displays
◆ Special features in operating the Portable Displays
Overhead Displays are units that are usually installed in a remote location, e.g. on the bridge wings or in
ceiling consoles. Portable Displays are tablet PCs which receive their data by radio (WLAN).
☞ Overhead Displays and Portable Displays are only installed based on customer’s requirement, they
are not part of a standard delivery.
The screens of these units are divided into six windows in which individual displays are shown; these are
similar to those of the Conning mode and their data also originate from the same sensors. For each unit,
the operator can define which individual display is to be shown in which window. The display possibilities
are the same for all units.
Example for the Screen of an Overhead Display or Portable Display
"Keep alive-indicator",
blinking when software
of the unit is running
correctly
At present, the following individual displays are available:

- Gyro & ROT
- Speed (of the selected speed sensor)
- Rudder PORT
- Rudder STBD
- Rudders (port and starboard or single rudder)
- RPM PORT (revolution rate of the port propeller shaft)
- RPM STBD (revolution rate of the starboard propeller shaft)
- RPM Bars (revolution rate of both propeller shafts)
- Depth
- Wind Relative
- Wind True
- Navigation Data (system data) including Lat/Lon and COG/SOG of the selected position sensor
Additional displays may be added in future.
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MULTIPILOT 28 Overhead Displays and Portable Displays
Operating Instructions 28.1 Operating the Overhead Displays
28.1 Operating the Overhead Displays
Each Overhead Display can be operated at OVERHEAD DISPLAYS

any radar indicator. Besides the selection of Name of the Over-
head Display to be Port Wing
the individual displays, the operating actions operated WIND REL
include the setting of the brilliance.
GYRO & ROT
These settings are made in the OVERHEAD DEPTH
DISPLAYS Dialog. This Dialog appears in the Settings of the RPM PORT
Multidisplay when, in the DISPLAY Overhead Displays SPEED
SETTINGS menu, the OVERHEAD selected by means
of the top button RPM STBD
DISPLAYS button is clicked.
GROUP BRILL
APPLY CLOSE
Setting the brilliance

28.1.1 Selecting the Individual Displays
The individual displays can be selected individually for each Overhead Display. It is also possible to
combine several Overhead Displays to form a group whose individual displays are then selected together.
Selecting the Individual Displays at a Single Overhead Display

1. Using the top button of the Dialog, select the Overhead OVERHEAD DISPLAYS
DO
Display to be operated. Port Wing
☞ The entry DISPLAY GROUP is used for the simultaneous setting of several Overhead Displays
and is described below.
2. Switch off the GROUP function.
For each of the six windows in which an individual display can be shown, there is a button in the
Dialog. The current assignment of the buttons to the windows is indicated by means of the symbols
.
3. Click on the button of the window and select the desired individual display for that window. If neces-
sary, repeat the procedure for other windows.
4. Click on APPLY to have the setting come into effect.
Forming of Groups, Joint Selection of the Individual Displays at Several Overhead Displays
Forming a group: An Overhead Display participates in the joint selection of the individual displays if the
GROUP function is switched on at that Display: Using the top button of the Dialog, select the Overhead
Display to be operated and then switch on this function.
Selecting individual displays: If the selection of the individual displays is changed at an Overhead
Display for which the Group function has been switched on, all Overhead Displays for which the Group
function is also switched on are then set to the same selection.
The same occurs when the entry DISPLAY GROUP is selected in the list of Overhead Displays and a
change is then made in the selection of the individual displays.
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28.1 Operating the Overhead Displays Operating Instructions
28.1.2 Setting the Brilliance
Independently of the Group formation for individual displays, it is possible to decide separately for each
Overhead Display whether it is to participate in the central dimming of the Overhead Displays or whether
the setting of the brilliance is to take place individually.
Switching the Participation in the Central Dimming of the Overhead Displays On/Off
☞ The functionality is the same as for the central dimming of the indicators (see page 34). However,
the setting of the Overhead Displays is independent of the setting of the indicators.
1. Using the top button of the Dialog, select the Overhead Display to be operated.
2. Switch the function on or off as required.
This defines whether the Overhead Display selected with step 1 participates in the central dimming
of the Overhead Displays. No change is performed yet. Only when a colour palette is subsequently
selected at one of the participating Overhead Displays is this colour palette actually used by all
participating indicators.
Setting the Brilliance for a Particular Overhead Display
1. Using the top button of the Dialog, select the Overhead Display.
2. Click on the button BRILL and select the desired colour palette. 1.DO
BRILL
If this Overhead Display is participating in the central dimming, this 2.DO
DAY
colour palette is then also used at all other participating Displays. DUSK
NIGHT
Further adjustments to the ambient brightness can be performed at
the corresponding buttons of the Overhead Displays.
Performing the Central Dimming of the Overhead Displays
Either: Set the brilliance for one of the Overhead Displays participating in the central dimming of the Over-
head Displays; see above.
Or: Use the top button of the Dialog to select the entry DISPLAY GROUP, and then use BRILL to select
the desired colour palette.
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MULTIPILOT 28 Overhead Displays and Portable Displays
Operating Instructions 28.2 Operating of the Portable Displays
28.2 Operating of the Portable Displays
The Portable Displays are operated directly on the screen with the aid of the touch pen (supplied with the
product). 1)
☞ If another program of the Portable Display was started by mistake, the application described here
can be called up by switching the Portable Display off and then on again.
Selecting the Individual Displays

Put the tip of the pen down in the window to be changed, and then immediately move it slightly without
lifting it off the display surface. In this way, the list of the possible individual displays is made visible. Move
the pen to the desired list entry and then lift it off again.
☞ At service level, it is possible to define that the individual displays for the Portable Displays can also
be selected at any radar indicator, in the same way as for the Overhead Displays; see Section
28.1.1. 2)
Setting the Brilliance

Put the pen down on the screen of the Portable Display, wait for a short while until the mouse symbol is
shown, and then move the pen slightly. 3) In this way, the list of the possible brilliance settings is made
visible. Move the pen to the desired list entry and then lift it off again.
The buttons Day, Dusk and Night can be used to set the brilliance, through selection of the corre-
sponding colour palette.
The buttons Central Dimming On and Central Dimming Off can be used to define whether the Portable
Display is to participate (passively) 4) in the central dimming of the Overhead Displays,operated at the
radar indicators.
28.3 Monitoring of Received Data
The installed Overhead Displays receive their data from the Ethernet LAN of the NACOS. If this LAN
connection is disturbed or interrupted, data fields for which no data is received are filled with dashes
("---,-").
Additionally, the operator can check the correct function of the display electronics and software by the
cyclically flashing green circular symbol in the upper right corner of the display screen.("Keep alive indi-
cator")
☞ Restarting of the Overhead Display
In case of problems with the unit, it can be restarted:
1. Press the power key and observe the shutting down procedure
2. When the display softare has completely shut down, wait for more than 5 seconds and press
the power key again in order to restart the system.
1) Settings made at the Portable Display always have an effect only for the unit currently being operated; it is not possible to change the
settings of other Portable Displays or Overhead Displays from there.
2) This configuration may be recognized by the fact that, using the top button of the OVERHEAD DISPLAYS Dialog of the radar indicators,
the names of the Portable Displays can also be called up.
3) Alternatively: Press the function key of the pen, put the pen down on the screen of the Portable Display, and then move the pen slightly.
4) Local setting at the Portable Display is still possible and does not have an effect on other displays.
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28.3 Monitoring of Received Data Operating Instructions
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MULTIPILOT 29 Display and Operating of the CONNINGPILOT
29 Display and Operating of the CONNINGPILOT
The CONNINGPILOT is used exclusively for presenting most of the displays that can also be shown
at the MULTIPILOT in the Conning mode. Operating of the CONNINGPILOT is limited to select the
display contents. Any other inputs which could influence the handling of the ship are not possible.
The operating deviate from the Conning mode of the MULTIPILOT as less as possible. Therefore the
Sections 2.2.1 (T r a c k b a l l a n d C u r s o r ), 2.2.2 (S c r e e n D i s p l a y F i e l d s , B u t t o n s , M e n u s , D i a l o g s , L i s t s ),
2.3 (B r i l l i a n c e a n d C o l o u r S e l e c t i o n ) and 2.4 (C o l o u r D i s t o r t i o n s , D e g a u s s i n g a n d V i e w i n g D i s t a n c e )
also apply for the CONNINGPILOT, insofar as they are relevant.
Navigation sensor data

(from p 98) and
TRACKPILOT data (p 259)
Cannot be operated
(display only)
The only displayable items are

the Depth display (p. 182) and
Wind display (p. 183 (can be
switched on at any time using
the OTHER button)
and
TRACKPILOT settings (p. 261),
not operable, display only; this
display must be enabled through
the MENU button.
System Track data (p. 260)

Waypoint data (p. 260)
Brilliance setting (p. 34)

Degaussing (p. 36)
As in the Conning mode of the MULTIPILOT Switching on the TRACKPILOT Settings of the Docking
(p. 233), but without alarm symbols. SETTINGS display, see text. display (p. 239).
The differences to the Conning mode of the MULTIPILOT in particular:

The navigation data and the data of the TRACKPILOT are only displayed, i.e. the navigation sensors
and the TRACKPILOT cannot be operated from here.
By means of the OTHER button of the Multidisplay, the Depth display and the Wind display can be
switched on at any time. Prior activation via the DISPLAY SETTINGS menu is not necessary.
The help function (page page 33) is constantly active. Prior activation via the DISPLAY SETTINGS
menu is not necessary.
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29 Display and Operating of the CONNINGPILOT MULTIPILOT
When the MENU button is clicked, a menu without submenus is

opened. It contains only the button TRACKPILOT SETTINGS, MENU
which permits activation of the display with the same name in the DO
Multidisplay (page 261). In contrast to the MULTIPILOT, no oper- TRACKPILOT SETTINGS...
ating actions are possible in this display. For this reason, there is
also no UTILITIES button there.
All other dialogs and displays that can be switched on at the Multidisplay of the MULTIPILOT are not
available at the CONNINGPILOT (including the display of alarms).
The minor distinctions in operating of the conning displays are described in Section 27.
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MULTIPILOT
TRACKPILOT Functions
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MULTIPILOT
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MULTIPILOT 30 General Information about the TRACKPILOT
Operating Instructions 30.1 Functional Integration of the TRACKPILOT
30 General Information about the TRACKPILOT

◆ Operational modes: brief descriptions
◆ Definitions of important terms
◆ Displays and operating elements of the TRACKPILOT
30.1 Functional Integration of the TRACKPILOT
The TRACKPILOT is an autopilot which operates as a track controller, i.e. it steers the ship along a
defined path, which is generally called a track. Another basic principle is that of Radius Steering, i.e.
course changes are performed with a defined radius.
The steering of the ship by means of the TRACKPILOT can take place in the steering modes "Heading
mode," "Course mode" and "Track mode". Optionally, the ship may be equipped with another operational
mode, the "Anchor Control mode", with which it is possible to maintain the heading during the anchoring
procedure.
The TRACKPILOT can be operated from all radar indicators that are equipped with a TRACKPILOT
keyboard.
If Two TRACKPILOTs are Installed

Both TRACKPILOTs are permanently switched on and connected to each other via bus systems.
Through the corresponding data exchange, the parameterization described in Section 31 has an effect
on both TRACKPILOTs, and both TRACKPILOTs receive all the data necessary for their functions.
One of the TRACKPILOTs is the selected TRACKPILOT, i.e. only its data are used in the system.
- If no TRACKPILOT is connected to the steering gear, then TRACKPILOT 1 is selected; if this
happens to fail, then TRACKPILOT 2 is selected automatically.
- If a TRACKPILOT is connected to the steering gear (with the aid of the steering mode selector
switch), it is also selected, i.e. it supplies the system with its data.
☞ The TRACKPILOT data display shows which TRACKPILOT is selected; see page 259. Switch-over
between the TRACKPILOTs see page 272.
30.2 Heading Mode and Course Mode
In Heading mode and in Course mode, the track is a straight line pointing in the direction of the set
course. Course changes are carried out based on the set radius and the new set course.
Difference between Heading Mode and Course Mode:

In Heading mode, the ship is steered on the entered course without the drift angle being taken into
account, in a manner similar to that of a conventional autopilot. The ship drifts away from the track if there
are disturbances such as wind and current. The course corrections that are therefore necessary have to
be performed manually.
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30 General Information about the TRACKPILOT MULTIPILOT
30.3 Track Mode Operating Instructions
In Course mode, the ship is kept on the track with the drift component being taken into account. The
course over ground is steered (if the necessary sensor information is available to the system).
Set course
in Course mode
Course (over ground Set course
or through the water) in Heading mode
Past positions
Headmarker
Drift angle
WARNING:
In Course mode, the drift component is taken into account only as well
as is possible on the basis of the available sensor information - see page
290.
30.3 Track Mode
In Track mode, pre-planned tracks are used. They are defined by waypoints in geographical coordinates
and by the radii of the curves along which the ship has to sail when it is changing course.
These tracks have to be generated beforehand on a radar indicator or on a CHARTPILOT. With the Pilot
Data defined in these tracks, the TRACKPILOT can be automatically parameterised individually for the
individual track segments. If the Pilot Data are to be used by the TRACKPILOT, they must be switched
on for the TRACKPILOT. This occurs automatically during switch-over to Track mode.
One of the pre-planned tracks must be defined as the System Track. Only the data of the System Track
are used by the TRACKPILOT.
The main difference compared to Heading mode and Course mode is that, in Track mode, inaccuracies
in the course data and data are compensated also by use of the position data of the selected position
sensor. In Track mode, the absolute accuracy of track-keeping depends on the accuracy of the speed
and position data used. Therefore, when steering is being performed in Track mode, selecting the appro-
priate speed sensor and the quality of determination of position is particularly important.
Steering in Track Mode

In the PPI/chart area, the currently valid region of the System Track is displayed true-to-position as
defined by the positions of the waypoints and by the stored radii.
Where the track provides for a course change, this will be timely announced by the TP WPT
APPROACHING alarm. The TP WOP EXECUTION alarm appears 30 seconds before the planned
wheel-over point 1) is reached. The manoeuvre then begins at the computed wheel-over point. If the
manoeuvre is to be avoided, an avoidance manoeuvre must be executed or the Track mode must be
switched off without performing the manoeuvre.
Avoidance manoeuvre: Also in the case of steering in Track mode, it is possible at any time to change
the existing course by operating the joystick, without any need for additional operating actions. During this
process, a switch-over to Heading mode takes place automatically.
After the avoidance manoeuvre, it is easy to switch back to Track mode, as long as the activation condi-
tions for Track mode are fulfilled.
1)
For the case that the ship is beside the track, the wheel-over point is understood in these Operating Instructions as being a point on the
wheel-over line, a line that passes through the wheel-over point at right angles to the straight leg.
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Operating Instructions 30.4 Anchor Control Mode
30.4 Anchor Control Mode
The TRACKPILOT can also be equipped with the Anchor Control mode.
In the Anchor Control mode, the ship is kept on the specified heading by means of the tunnel thrusters.
When the ship is lying at anchor, this means that it may move in the transverse and longitudinal directions
under the influence of the wind and water currents, but the heading is kept within the preset limit, e.g. to
make disembarking safer or more convenient.
30.5 Use of the System Position
Referring to Section 1.5 it must be noted here that the Trackpilot is utilising the data of the so called
System Position in the bow of the ship for its control purpose and also for calculation of all ship relative
data (course and track deviation, drift angle, bearing, distance and time to go to waypoint and wheel over
point, etc.). When in the following chapters the term own ship or own ship‘s position is used, the own
ship‘s System Position (at the bow of the ship) is referenced.
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30.6 Displays for the TRACKPILOT in the NACOS Operating Instructions
30.6 Displays for the TRACKPILOT in the NACOS
All data required for operating the TRACKPILOT (displays, including the screen operating elements) are
available at the MULTIPILOT, where appropriate also in graphic form. Many of these data are also avail-
able at other indicators of the system arranged in the control stand, so that, through the corresponding
selection of the displays, an overall view which is suitable for the given situation and at the same time
optimized for steering with the TRACKPILOT can be realized at the control stand.
An overview of the displays 1) of these data is given in the following.
Most important data that are constantly needed during steering with the TRACKPILOT:
- In the TRACKPILOT data display at top right on the screen (page 259) of all radar indicators and
CONNINGPILOTs.
- In the TRACKPILOT display at top left on the screen of the CHARTPILOTs.
Settings of the TRACKPILOT:
- In the TRACKPILOT SETTINGS Dialog (page 261) in the Multidisplay of all radar indicators and
CONNINGPILOTs.
- In the Pilot menu TRACKPILOT at the CHARTPILOTs.
Graphic display of the planned manoeuvre:
- As Curved Headline in the PPI of all radar indicators (at the MULTIPILOT in ECDIS mode too).
- As Curved Headline in the chart area of the CHARTPILOTs.
- The graphic display of the Curved Headline can also be used while TRACKPILOT is OFF;
for input of the next course and radius data see (page 275).
Graphic display of the track deviation and course deviation and other important TRACKPILOT data:
- In the conning displays Open Sea and Harbour (page 234) at the CHARTRADARs, MULTIPILOTs,
CONNINGPILOTs and CHARTPILOTs.
- Partially and also reduced in size for the Conning Data display and in the Docking display in the
Chart mode at the CHARTPILOTs.
Data of the System Track and the current waypoints:
- In the TRACK DATA display (page 260) and the WAYPOINT DATA display (page 260) at bottom
right on the screen of all radar indicators and CONNINGPILOTs.
- In the Track/Control display, in the Track/Schedule display and (partially and in Chart mode only) in
the Conning Data display at the CHARTPILOTs.
Graphic display of the System Track:
- In the PPI of all radar indicators (at the MULTIPILOT in ECDIS mode too).
- In the chart area of the CHARTPILOTs.
Settings of the Anchor Control mode:
- In the ANCHOR CONTROL Dialog (page 295) in the Multidisplay of all radar indicators and
CONNINGPILOTs.
Graphic display of the Anchor Control mode:
- In the PPI of all radar indicators (at the MULTIPILOT in ECDIS mode too).
1) The operability at the various indicators depends on the operational state; see the description of the individual functions.
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Operating Instructions 30.6 Displays for the TRACKPILOT in the NACOS
Screen Areas with Particular Importance for the TRACKPILOT
PPI with System Track, Compass course,

Curved Headline etc. speed (longitudinal direction)
TRACKPILOT data - see

below
Own position,
course and speed over ground
from the position sensor
Multidisplay with the parame-

ters of the TRACKPILOT
(TRACKPILOT SETTINGS
Dialog, see p. 261), ANCHOR
CONTROL Dialog see p. 295)
Data of the System Track

or
Data of the TO-waypoint
(Displays see p. 260)
Opening the TRACKPILOT SETTINGS Dialog (p. 261), Selecting the display of the tracks,
opening the ANCHOR CONTROL Dialog (p. 295) selecting and editing the track
As a rule, the TRACKPILOT uses the speed of the selected speed sensor. If the exact speed used by the
TRACKPILOT is to be determined: In the Conning mode, the speed of the selected speed sensor is shown at
several places (see pages 45, 236, 238, 243 and 245).
TRACKPILOT Data Display
If two TRACKPILOTs are installed, here is shown which Operational mode of the TRACKPILOT
TRACKPILOT is selected (1 or 2), see page 255.
In the steering modes:
Switches the unit to act as the TRACKPILOT Switches the Curved Headline
Master; see page 269 on an off; see page 273
In the Anchor Control mode:
Existing set course1) and set radius; TRACKPILOT COURSE Switches the anchor control
see, for example, page 274 symbol on an off; see page 298
SET 110.0 ° 0.80 NM CHL
NEXT 205.0 ° 0.50 NM PD Switches the Pilot Data on and
Next set course1) and set radius (NEXT off; see page 277 and 288
data); see page 275
1) In the Anchor Control mode: set heading; see page 298
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30.6 Displays for the TRACKPILOT in the NACOS Operating Instructions
The TRACK DATA display

This contains the number and name of the System Track and the numbers and names of the FROM-
waypoint (FROM WPT, the waypoint passed last) and of the TO-waypoint (TO WPT), as well as the most
important currently valid data relating to the System Track calculated by reference to the System Position
(see also Section 30.5).
Number and name of the System Track

Number and name of the FROM-waypoint (only in the track control mode To Track)
Number and name of the TO-waypoint
Currently valid sailing mode
Currently valid track control mode
TRACK DATA
TRACK 1003 BRIGHTON OSLO OFF COURSE: The set course limit is exceeded
FROM WPT 7 DEEP SEA PILOT
OFF TRACK: The set track limit is exceeded
TO WPT 8 GAS FIELD
RHUMB LINE TO TRACK Direction of the currently valid leg (leg to the TO-waypoint)
Deviation from the System Track;
TRK 349.3° XTD R 13 m R = the ship is situated to the right of the track
WPB 348.9° WPD 32.5 NM Distance from the TO-waypoint
ETA FEB 07 19:23:25 UTC
Bearing of the TO-waypoint
TTG 01:48:19 WOP
Estimated time of arrival at the TO-waypoint *, **
Distance from the wheel-over point of the TO-waypoint *
Estimated time to go to the TO-waypoint *, **
* When the distance from the wheel over point (WOP) is displayed, the values of ETA and TTG refer to that WOP.
** Assuming that the ship maintains its present speed.
☞ If the TRACK DATA display is covered over by another display, it can be brought back into the fore-
ground by clicking on the OTHER button 1) and TRACK DATA.
The WAYPOINT DATA Display

This contains information about the TO-waypoint including waypoint notes edited by the operator at the
CHARTPILOT.
WAYPOINT DATA
Bearing of the TO- TRACK 1003 BRIGHTON OSLO Number and name of
waypoint the System Track
TO WPT 8 GAS FIELD
WPB 348.9° WPD 11.5 NM
Number and name of the
Direction of the currently TRK 349.3° TO-waypoint
valid leg (leg to the 1.2 NM
NEXT 315.0° RAD
TO-waypoint)
Distance from the TO-
Direction of the next leg call pilot waypoint
Radius planned for the

Notes for the TO- TO-waypoint
waypoint check GPS and log
☞ If the WAYPOINT DATA display is covered over by another display, it can be brought back into the
foreground by clicking on the OTHER button 1) and WAYPOINT DATA.
1) OTHER button see T h e H i d d e n O T H E R B u t t o n on page 31
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MULTIPILOT 31 Parameterisation of the TRACKPILOT
31 Parameterisation of the TRACKPILOT

◆ Adaptation to suit the loading state
◆ Adaptation to suit the weather conditions
◆ Setting the alarm limits
◆ Settings for Track mode
The TRACKPILOT has to be adapted for the existing situation by means of parameterisation. These
settings are made in the TRACKPILOT SETTINGS Dialog.
☞ If two TRACKPILOTs are installed, all settings have an effect on both TRACKPILOTs; see also page
255.
Opening the TRACKPILOT SETTINGS Dialog

Switch the radar indicator to act as the TRACKPILOT Master - see P r e p a r a t i o n s on page 269.
Press the PILOT MENU key, and then click on the TRACKPILOT SETTINGS button.
PILOT
As a result, the TRACKPILOT SETTINGS Dialog appears in the Multidisplay.
MENU
The following description is based on this Dialog.
☞ Alternatively, the TRACKPILOT SETTINGS Dialog can be opened by means of buttons: on the
display, click on the MENU button. Click on PILOT, and then click on TRACKPILOT SETTINGS.
The Dialog can be closed again by clicking on the CLOSE button in the Dialog.
MENU
PILOT
DO
TRACKPILOT SETTINGS...
Control characteristics:
Adaptation for weather and type
Control characteristics: TRACKPILOT SETTINGS of waterway, Section 31.2
Adaptation for the loading RUDDER ECONOMY 2
condition, Section 31.1 LOADING MEDIUM Track control mode:
LIMITS RUDDER 15 ° Approaching the track or the TO-
waypoint, Section 31.4
COURSE 10 °
Sailing mode: TRACK 30 m
Great circle navigation on/off, DRIFT 10 °
Section 31.5 Additional advance warning for
RHUMB LINE TO WAYPOINT approaching of the wheel-over point,
WPT APPROACH 60 sec Section 31.3
Opens the ANCHOR CONTROL CSE CORR AUTO +0.7 °
Dialog, see page 295 ANCHOR UTILITIES CLOSE For particularly accurate track-
keeping:
Correction of the actual course for
Auxiliary functions, see page 301 Closes the Dialog the TRACKPILOT, Section 31.6
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31 Parameterisation of the TRACKPILOT MULTIPILOT
☞ After switch-on, restart or reset of the TRACKPILOT, all parameters are automatically set in the form
in which they were last adjusted. Exception: The correction value of the actual course (see Section
31.6) is automatically set to zero.
Control Characteristics
The control characteristics of the TRACKPILOT were set during the system setting-to-work process in
such a way as to suit the characteristics of the ship and of the rudder control system. Additionally,
however, during operational use of the TRACKPILOT it also has to be adapted to suit the existing condi-
tions (weather, sea state, loading, necessary track-accuracy) with regard to the following:
- Optimisation between precise track-keeping and frequency of changing of the rudder angle, by
means of the function RUDDER ECONOMY.
- Differing inertia of the ship in different loading conditions, by means of the function LOADING.
- Accuracy of track-keeping, by means of the function TRACK LIMIT.
- Corrective steering behaviour after deviation from the track, by means of the function COURSE
LIMIT.
- The maximum compensated drift, by means of the function DRIFT LIMIT.
- The maximum permitted rudder angle, by means of the function RUDDER LIMIT.
Incorrect setting of these parameters can have the following effects (in all steering modes):
- The steering gear works too frequently.
- The course sailed fluctuates continuously around the set course (the wake forms a meandering line).
- The course accuracy achieved is too low.
- When the ship performs corrective steering to return to the set track, it either overshoots the set track
or takes too long to reach it.
- The deviations from the track are occasionally too large.
Overwriting of Currently Valid Parameter Values by the Pilot Data

When the ship is being guided along the System Track by the TRACKPILOT, the most important settings
of the TRACKPILOT can be overwritten by the data contained in the System Track. These data are called
the Pilot Data and comprise:
- course (which results from two consecutive waypoint positions)
- radius,
- rudder economy,
- course limit,
- track limit,
- sailing mode, and
- track control mode.
These data are taken over when the waypoint 1) is reached for which these data are contained in the
System Track; see below: L o c a t i o n o f t h e T a k e - O v e r o f t h e P i l o t D a t a a s S e t V a l u e s . A necessary
precondition for this automatic take-over is that the Pilot Data are in the switched-on state 2). This is the
case in Track mode (if the Pilot Data have not been switched off, see page 288) and in Heading mode
and in Course mode if the Pilot Data have been switched on ("Steering with Pilot Data", see page 277).
Regarding the duration of validity of parameters that are set, the following simple principle is generally
applicable:
Every value that is set continues to be effective until it is changed.
For steering with Pilot Data (and for Track mode unless the Pilot Data are switched off), this leads to the
following:
1) Or the parameter point, see Operating Instructions of the CHARTPILOT

2) The course and radius is taken over in the Track mode, even if the Pilot Data are switched off.
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Operating Instructions 31.1 Adaptation of the Control Behaviour to Suit the Loading State
A value is overwritten by the System Track at that waypoint 1) - and only at that waypoint 1) - where
a value has been entered for that waypoint during editing of the track.
Location of the Take-Over of the Pilot Data as Set Values

The following statements apply for the Pilot Data that are contained in the System Track for the TO-
waypoint:
Course (calculated from the TO-waypoint and the NEXT-waypoint): At the wheel-over point of the TO-
waypoint.
Radius:
- In the Heading mode and Course mode: At the wheel-over point of the TO-waypoint after pressing
the EXECUTE key.
- In the Track mode: At the computed end of manoeuvre for the FROM-waypoint. If the distance to
the TO-waypoint is greater than 25 NM, the take-over is executed at the latest 10 NM before the TO-
waypoint.
All other Pilot Data: At the computed wheel-over point of the TO-waypoint. (The sailing mode and track
control mode are only displayed at the computed end of a manoeuvre for the TO-waypoint.)
31.1 Adaptation of the Control Behaviour to Suit the Loading State
Click on the LOADING field and select the function which corre- 1.DO
sponds to the existing loading state.
LOADING BALLAST
BALLAST
2.DO
MEDIUM
FULLY LADEN
31.2 Adaptation to Suit the Weather and the Type of Waterway
Economical Control Behaviour 1.DO
Economically advantageous optimisation between precise track- RUDDER ECONOMY 3

keeping and frequency of changing of the rudder angle, depending 1 2 3 4 5 6 7 8 9 10
on sea state and wind, is achieved by means of the "rudder CONTROL
EXACT TOLERANT
economy" parameter. This is comparable to a combination of the
2.DO
control variables "rudder", "counter rudder" and "yaw" of a conven-
tional autopilot.
After you have clicked on the RUDDER ECONOMY
Rudder
field, the setting is made by clicking on one of the Steering Weather
Economy
numerical values. A low numerical value corresponds
to high values of the control variables "rudder" and 1 Precise Calm
"counter rudder", i.e. it leads to less freedom to yaw 2....3 Precise to tolerant Normal
and to more frequent movements of the rudder. 4....6 Tolerant Bad
It is recommended that the adaptation to suit the Higher Very tolerant Very bad
loading state should be performed before this setting.
☞ For information about influence of shallow water on steering see page 289.
1) Or parameter point
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31.2 Adaptation to Suit the Weather and the Type of Waterway Operating Instructions
Limits, Alarms
A common feature of the following limits is that, when the set value is reached or exceeded, a corre-
sponding alarm appears. 1)
Rudder Limit
The rudder angle setting which the TRACKPILOT specifies as the
maximum value for the rudder control system 2) can be set under DO
LIMITS in the RUDDER field. LIMITS RUDDER 15 °

COURSE
The rudder limit value should be reduced if a constant course is to TRACK
be steered for a long time on the open sea or if, for example DRIFT
because of the loading state or for other reasons, large angles of 1 2 3
the rudder are not permitted. In coastal approaches, the rudder limit 4 5 6
value must be suitably increased so that the ship can turn with a
small radius or can be controlled at low speed.
When the rudder limit value is reached, the TP RUDDER LIMIT alarm appears.
Setting of the Course Monitoring and Limitation of the Corrective Steering Angle (Course Limit)
The numerical value of the course limit is the difference between the actual course and the set course
which, if exceeded, causes the TP COURSE LIMIT alarm to appear.
The corrective steering angle, with which the ship is steered back
onto the track after deviating from it, is larger for large deviations DO
from the track than for small ones. The corrective steering angle is LIMITS RUDDER
COURSE 10 °
limited to 50% of the course limit value. 3) TRACK
For fast return to the track, a large course limit is necessary. 3) DRIFT
The switch-over to Track mode is possible only if the angle 1 2 3

between the System Track and the existing course is less than the 4 5 6
course limit. Therefore, for the purpose of switching over to Track
mode, it might be desirable to increase the course limit for a short
time, or to steer the ship on the System Track.
The course limit is adjusted under LIMITS in the COURSE field. 4)
It must be reduced if the ship is performing excessively large corrections, especially in coastal
approaches, e.g. within traffic separation schemes or if course-keeping has priority in busy shipping
traffic. It should be increased if the TP COURSE LIMIT alarm is already appearing frequently because of
yawing or if the ship is to be steered back to the track more quickly.
Setting of the Track Monitoring and Adjusting the Track Keeping Precision (Track Limit)
By means of the track limit, the following characteristics are set:
- The TP TRACK LIMIT alarm appears if the deviation of the ship's position from the track reaches
the set value of the track limit.
1) All value ranges that can be entered by the operator can be changed at service level.
2) In the case of ships with DNV NAUT-AW approval, the TRACKPILOT, when in Track mode, produces larger rudder angle settings if this is
necessary for a planned manoeuvre. In these cases, the rudder limit value is not a rudder angle limitation but only an alarm limit.
3) This does not apply to ships with DNV NAUT-AW approval. There, the corrective steering angle is not influenced by the course limit value.
There, the corrective steering angle is generally limited to 15°.
4) It is identical to the corresponding value that can be entered in the TRACK / DEPTH ALARMS Dialog; for details, see page 148.
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Operating Instructions 31.3 Adjusting the Advance Warning of the Approach to the Wheel-Over Point
- Switching over to Track mode is possible only if the deviation of the ship's position from the System
Track does not exceed the set value of the track limit.
For the purpose of switching over to Track mode, it might therefore be desirable to increase the track
limit for a short time.
- With a lower track limit, track-keeping is more precise, but the
rudder movement frequency (for a given rudder economy LIMITS RUDDER DO
setting) might possibly be higher. COURSE

TRACK 100 m
- With a higher track limit, the time constant of the position filter DRIFT
is increased. As a result, in cases of unsteady position-data,
steady track-keeping can be achieved, see page 291, but 1 2 3
higher off track errors are tolerated. 4 5 6
The track limit is adjusted under LIMITS in the TRACK field. 4)
Limitation of Drift Control (Drift Limit) LIMITS RUDDER

The drift limit defines the drift angle up to which, in Course mode COURSE DO
TRACK
and in Track mode, the drift is taken into account and compen- DRIFT 10 °
sated. The adjustment is made under LIMITS in the DRIFT field.
When disturbances of the selected speed sensor are observed, it
is advisable to reduce the drift limit. 1 2 3
4 5 6
If the drift limit value is exceeded, the TP DRIFT LIMIT alarm
appears.
It can happen that the ship drifts away from the track at the angle by which the drift exceeds the drift limit
value.
31.3 Adjusting the Advance Warning of the Approach to the Wheel-Over Point
In Track mode, the TP WOP EXECUTION alarm appears 30

seconds before arrival at a wheel-over point at which a course DO
change is to take place. With the TP WPT APPROACHING alarm, WPT APPROACH 240 sec
it is additionally possible to obtain an earlier warning.
The setting for this is made in the WPT APPROACH field by
entering the time between the occurrence of the TP WPT 1 2 3
APPROACHING alarm and arrival at the wheel-over point. 1) 4 5 6
31.4 Track Control Mode: Direct Approach to the TO-Waypoint
If the ship is not situated on the System Track, the track control
DO
mode specifies whether the System Track is to be approached or
whether the ship is to sail directly to the TO-waypoint. TO TRACK
TO WAYPOINT
1) The set value is identical to the corresponding value that can be entered in the TRACK / DEPTH ALARMS Dialog; for details, see page
149. In the standard configuration, the values can be set between 60 and 300 seconds. The lower limit value can be set differently on the
service level.
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31.5 Sailing Mode: Switching Great Circle Navigation On and Off Operating Instructions
Switch-over is performed by clicking on the track control mode field:

- TO TRACK = the System Track is approached (To Track mode).
- TO WAYPOINT = the TO-waypoint is approached directly first of all (To Waypoint mode).
In the TO WAYPOINT setting, in addition to the System Track a temporary track is displayed which joins
the ship's position to the TO-waypoint.
In Heading mode and in Course mode (if Pilot Data is switched on), the temporary track acts as the set
course which has to be set manually in order to approach the TO-waypoint. In Track mode, the ship is
automatically guided along the temporary track and joins the pre-planned track.
☞ The temporary track is computed over any desired distances when the track control mode To
Waypoint is in the switched-on state. Even if the System Track is situated outside the PPI/chart
area, the temporary track is displayed as a dashed line between the ship's own position and the
boundary of the PPI/chart area.
☞ The track control mode To Waypoint is switched on automatically when the TO-waypoint is defined
in accordance with Section 3.11.
31.5 Sailing Mode: Switching Great Circle Navigation On and Off
The choice of sailing mode defines whether the TO-waypoint, if

DO
more than 25 NM distant, will be approached on an approximate
great circle 1) or on a rhumb line. RHUMB LINE
This setting is possible only if the track control mode To Waypoint

is set. GREAT CIRCLE
The switch-over is performed by clicking on the sailing mode field:

- GREAT CIRCLE = sailing on the great circle (Great Circle
mode)
- RHUMB LINE = sailing on the rhumb line (Rhumb Line mode)
☞ If great circle navigation is switched on and the ship is being steered with Pilot Data in Heading
mode or Course mode, the next set course indicated in the TRACKPILOT data display is the course
that has to be steered so that the ship will sail on the great circle. In Track mode, the ship is auto-
matically steered on the great circle on those sections of the track on which the distance between
the waypoints is greater than 25 NM.
31.6 Correction of the Actual Course for the Track Mode
For the purpose of highly accurate track-keeping, a constant, small (a few tens of metres) track-deviation
caused by sensor inaccuracies can be avoided in Track mode by correcting the actual course used by
the TRACKPILOT. The necessary correction value can be continuously determined by the TRACKPILOT
so that automatic course-correction takes place. For details, see page 294.
The correction value that is currently effective is indicated in the line CSE CORR.
Through the switch-over to the Track mode, the automatic correction is also activated.
Normally, the automatic correction should not be influenced manually.
In exceptional cases, the following settings are possible:
1) For the great circle approximation, see the footnote on page 163.
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Operating Instructions 31.6 Correction of the Actual Course for the Track Mode
Correction with a constant value

1. Set the field behind CSE CORR to MAN by clicking.
CSE CORR AUTO -0.7 °
2. Click on the numerical field behind CSE CORR, and enter the
correction value. DO DO
If the correction value is positive, the actual course to be used CSE CORR MAN -0.7 °
by the TRACKPILOT turns to the right. The maximum
DO
possible value of the correction value is 5 degrees.
☞ Switch-over back to automatic correction by clicking on MAN. 1 2 3
4 5 6
Furthermore, the switch-over back to AUTO is performed
automatically the next time the Track mode is switched on
again.
Changing the value determined automatically

The value that was determined automatically can be changed manually by clicking in the numerical field
without switching off the automatic function. The continued computation of the course correction then
uses this as the start-value.
Switching the Correction Off

1. Set the field behind CSE CORR to MAN by clicking.
2. Click on the numerical field behind CSE CORR, and enter the correction value 0 degrees.
☞ While Estimated Position is switched on as the position sensor, the course correction has no effect.
(After switch-over to Estimated Position, the correction value that had been effective up until then is
continuously reduced to zero.)
☞ It is recommended that the field behind CSE CORR be left at AUTO also in the Heading mode and
Course mode. This ensures that the determination of the correction value for the automatic correc-
tion is carried out constantly. This has no effect on the Heading mode and the Course mode, but
results in an automatic correction with a value that is already adapted as soon as the switch-over is
made to the Track mode.
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31.6 Correction of the Actual Course for the Track Mode Operating Instructions
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MULTIPILOT 32 Connecting the TRACKPILOT to the Steering Gear
32 Connecting the TRACKPILOT to the Steering Gear

◆ Preparations for steering with the TRACKPILOT
◆ Connecting the TRACKPILOT to the steering gear
◆ Disconnecting the TRACKPILOT from the steering gear
◆ Switching over from Heading mode to Course mode
◆ Switching over from Course mode to Heading mode
The TRACKPILOT can be used for steering if, and only if, it is
connected to the steering gear and if the steering gear is operational. To ensure controlled connection,
some preparations have to be made.
CAUTION:
Familiarise yourself with the position and function of the steering mode
selector switch. The TRACKPILOT can be used only if it has been
selected by means of that switch. If you no longer wish to use the
TRACKPILOT or if you want to switch it off quickly, set the steering
mode selector switch to some other switch setting or use the Override
Tiller (if there is one installed).
Preparations
1. Switching the radar to act as the TRACKPILOT Master:
Press the TRACKPILOT MASTER key for at least 3 or
TRACK
seconds, or click on the TRACKPILOT button and then
PILOT
on the MASTER button.
☞
MASTER Grey
The TRACKPILOT can be operated on any radar 1a.DO
that is equipped with a TRACKPILOT Operating

TRACKPILOT COURSE
Unit, but only from one at a time. The unit from
MASTER
which the TRACKPILOT is currently being operated 1b.DO
is called the TRACKPILOT Master. It can be recog-
nised from the fact that the TRACKPILOT button TRACK
has a coloured background and that the small lamp PILOT TRACKPILOT COURSE
above the TRACKPILOT MASTER key is alight. MASTER
Coloured
Even when the TRACKPILOT is connected to the steering
gear, the switch-over to become the TRACKPILOT Master
can take place at any time on the unit on which the TRACK-
PILOT is to be operated.
Selection of a suitable speed sensor as selected speed sensor - see page 98.
Select a speed sensor which outputs the speed through the water if this is necessary for the ARPA
function. Otherwise, for accurate track-keeping, the sensor with the best (i.e. most correct) available
measurement values must be selected:
1. Dual-axis log in Bottom Track mode
2. Position sensor with stable, correct speed values 1)
3. Dual-axis log in Water Track mode
4. Second log, possibly with manual drift/set input
5. Speed, computed from fixed targets (Ref Target Speed)
6. Manual speed 2)
1) On ships with BSH and DNV NAUT-AW approval, the use of the speed signals from position sensors is usually not permitted.
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32 Connecting the TRACKPILOT to the Steering Gear MULTIPILOT
2. Set the control behaviour of the TRACKPILOT for the existing conditions (weather / sea state,
loading, track accuracy) by means of the following parameters (see Section 31):
- Rudder economy
- Loading
- Rudder limit
- Course limit
- Track limit
- Drift limit
Connecting the TRACKPILOT to the Steering Gear

For connecting the TRACKPILOT to the steering gear, the ship should be sailing ahead at least at a
certain minimum speed 1), which depends on the ship type and the environmental conditions. If the
speed is less than a value which can be set on service level (standard value: 3 kn), the connection is not
prevented but nevertheless the TP LOW SPEED alarm appears when connection of the TRACKPILOT
to the steering gear occurs. In this case, the TRACKPILOT should immediately be switched off again if
the control behaviour is not adequate.
The TRACKPILOT is connected to the steering gear by setting
the steering mode selector switch (the steering system) to Operational mode field
TRACKPILOT.
☞ If two TRACKPILOTs are installed, both TRACKPILOTs TRACKPILOT OFF
can be used in the same way, see also page 255. SET –––.– – –.–– –– CHL
The ship is then steered by means of the TRACKPILOT in the
Heading mode. This is indicated by the fact that the operational Switch the steering mode selector
mode field of the TRACKPILOT changes from OFF to switch to TRACKPILOT
(compass course is 115°)
HEADING, and that behind SET the set course is displayed,
and also the set radius with which a manoeuvre is to be
executed. TRACKPILOT HEADING
☞ When the TRACKPILOT is connected to the steering gear, SET 115.0 ° 0.70 NM
CHL
it takes over the existing course (gyro heading) as the set
course. Therefore, the connection does not cause any change in the course. Without any further
switch-overs, the ship can now be steered with (for example) the joystick.
Data in the NEXT field, entered for display of a CHL during TRACKPILOT OFF status are cleared after
activation of steering with TRACKPILOT.
Disconnection of the TRACKPILOT from the Steering Gear

The TRACKPILOT can at any time be disconnected from the steering gear by operation of external oper-
ating elements such as the steering mode selector switch, the override tiller or suchlike.
After disconnection of the TRACKPILOT all data in the operational mode field are cleared and
TRACKPILOT OFF is displayed.
2) This may only be used as a temporary back-up mode.

1) The minimum speed value should have been determined during the sea trials.
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MULTIPILOT 32 Connecting the TRACKPILOT to the Steering Gear
Switching Over from Heading Mode to Course Mode or
So that a switch-over to Course mode can take place, the ship CSE
must be moving at the above-mentioned minimum speed at 1.DO
MODE
least.
The switch-over is achieved by pressing the CSE MODE key or TRACKPILOT HEADING
HEADING MODE
the clicking on the operational mode field and then on COURSE 2.DO
COURSE MODE
MODE. TRACK MODE
Switching Over from Course Mode to Heading Mode or
The switch-over is achieved by pressing the HDG MODE key or HDG

the clicking on the operational mode field and then on 1.DO
HEADING MODE. MODE
TRACKPILOT COURSE
2.DO
HEADING MODE
COURSE MODE
TRACK MODE
Effect of Drift on the Behaviour of the Set Course during Switch-Over

If there is no drift, there is no difference between the set courses.
If the NACOS detects a drift angle, the behaviour depends on the instant of switch-over:
a) If switch-over does not occur during a manoeuvre: The numerical value of the set course
changes during switch-over in such a way that the switch-over does not cause any change in the
course, i.e.:
- In the case of switch-over to Course mode, the new set course is equal to the sum of the gyro
heading and the drift angle.
- In the case of switch-over to Heading mode, the gyro heading value is taken over as the set course;
the drift angle is ignored after that too.
b) If switch-over occurs during a manoeuvre: The set course that has already been set is taken over
and the course change is continued in the new mode. If there is a drift, the set course must be
corrected manually after switch-over of the mode, not later than at the end of the manoeuvre, in
order to avoid an undesired change of the course.
WARNING:
If a switch-over between Heading mode and Course mode takes place
during a manoeuvre, a course change with a magnitude up to the size of
the drift angle can occur during the switch-over.
Therefore, during a manoeuvre, a switch-over between Heading mode
and Course mode should not take place without suitable modification of
the set course.
Example:
a) Heading mode is in the switched-on state. The ship turns onto the new set course of 120°. At 120°,
a drift angle of 5° will exist. Therefore, after the end of the manoeuvre, the course over ground is
125° and the gyro heading is 120° if control takes place correctly. If the switch-over to Course mode
now takes place (after the end of the manoeuvre), the system changes the set course to 125°.
Therefore, no change of the course occurs during the switch-over.
b) However, if a switch-over to Course mode takes place shortly before the end of the manoeuvre, i.e.
when the course over ground is almost 125° (and the compass course is almost 120°), the system
retains the set course of 120° during the switch-over to Course mode, so that the switch-over will
cause an undesired course-change of about 5°.
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32 Connecting the TRACKPILOT to the Steering Gear MULTIPILOT
Switching Over between the TRACKPILOTs

If two TRACKPILOTs are installed, the switch-over between the TRACKPILOTs is performed by means
of the steering mode selector switch. Here the TRACKPILOT to which the switch-over takes place is put
into the Heading mode and takes over the existing course (gyro heading) as the set course. Therefore,
switch-over does not cause any change in the course.
WARNING:
If the switch-over is performed during a manoeuvre, the manoeuvre is
not continued but is terminated.
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MULTIPILOT 33 Sailing in Heading Mode or Course Mode
33 Sailing in Heading Mode or Course Mode

◆ Switching the Curved Headline on or off
◆ Steering with the joystick
◆ Steering with NEXT data
◆ Steering with Pilot Data
By means of a new setting for the set course, a new track is defined. The track curve along which the
ship is to sail during the course change is defined by specifying the radius. The track curve is part of the
new track, and is displayed together with the new course line as the Curved Headline in the PPI. In the
case of a manoeuvre, the ship is thus guided along the Curved Headline by the TRACKPILOT.
Various Input Possibilities for the Set Course and Set Radius
Steering with the joystick: The new set course and the radius with which the ship is to sail can be
entered at any time with the joystick. In this case, the manoeuvre is executed immediately.
Steering with NEXT data: The set course and the radius are entered as numerical values before the
manoeuvre. In the PPI, the Curved Headline defined in this way is moved along together with the ship
until the manoeuvre is triggered by pressing of the EXECUTE key.
WARNING:
Steering with NEXT data is to be used for execution of pre-planned
manoeuvres. Do not use the NEXT data input to modify a manoeuvre
during an existing turn. Use the joystick for fast changes of course or
radius. See also warning on page 276
Steering with Pilot Data: Like steering with NEXT data, but the set course and the radius are taken over
from the Pilot Data of the System Track.
☞ Switching the Pilot Data on or off defines whether steering takes place manually with NEXT data or
automatically with Pilot Data.
Switching the Display of the Curved Headline On or Off

The track on which the TRACKPILOT is steering the ship in
or
Heading mode and in Course mode is displayed as a Curved CHL
Headline after input of a course change. OFF
DO
It is advisable to switch on the display of the Curved Head-

line. 1) In this way, the steering command and control perform- SET 115.0 ° 0.70 NM CHL
ance can be monitored graphically.
The display of the Curved Headline is switched on and off by pressing the CHL key or by clicking on the
CHL field.
1) It can be specified at service level whether the Curved Headline (with the Curved Headline display switched on) should also continue to be
displayed after the set course has almost been reached, and at what value of the course difference the display should (if necessary) be
automatically switched off. The standard setting is that switch-off should occur at a course difference of 1 degree, so that only the heading
line is then displayed.
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33 Sailing in Heading Mode or Course Mode MULTIPILOT
33.1 Steering with the Joystick Operating Instructions
33.1 Steering with the Joystick
When the TRACKPILOT is connected with the steering gear, the ship can be steered with the joystick at
any time without any further switching-over, regardless of all other settings such as steering mode,
Curved Headline on/off, Pilot Data on/off, System Track existent/non-existent, etc.
Present set course Present set radius

(entered with the joystick)
Headmarker
TRACKPILOT HEADING
SET 115.0 ° 0.70 NM CHL
NEXT PD
Course vector
Examples of displays
which occur while the set
course is being changed
by the joystick
Track resulting from set course and set

radius (Curved Headline)
Changing the set course is done by pushing the joystick to PORT or STBD
The radius to be used during the manoeuvre is changed by
Changing the
pushing the joystick to +RAD or –RAD. radius
☞ In both cases, brief deflection ("tapping") of the joystick
changes the value by the smallest possible amount 1),
whereas deflecting it for a longer time causes the value to Changing the
course
change continuously. +RAD
The TRACKPILOT computes the function for the transition to the
new set course on the basis of the existing setting of the set radius,
and as the result it displays the track in the form of a Curved Head- PORT STBD
line in the PPI. In addition, the new set course or radius is
displayed numerically behind SET. –RAD
☞ The process of computing the Curved Headline only takes a brief moment; the altered track appears
on the screen after a slight delay. Therefore, during the input with the joystick, it is advisable to
observe the numerical set course display instead of the graphics on the PPI.
1)
This amount can be set at service level to a value between 0.1 and 1 degree (default is 1 degree) and between 0.01 and 0.1 NM (default
is 0.05 NM) respectively.
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Operating Instructions 33.2 Steering with NEXT Data
33.2 Steering with NEXT Data
The set course and set radius of the next manoeuvre can be entered before the beginning of the
manoeuvre. At the desired wheel-over point, the execution of the manoeuvre is then triggered by the
pressing of a button.
TRACKPILOT COURSE
Pilot Data are
switched off
SET 110.0 ° 0.80 NM CHL
NEXT 205.0 ° 0.50 NM PD
Next set course Next set radius

(entered as numerical values)
Curved Headline (shown here immediately before

the start of the manoeuvre) which results from next
course and next radius displayed and which
becomes the active track after pressing of EXECUTE
Examples of where the Curved Headline was

displayed in the past
1. If a System Track is defined, switch off the use of the Pilot

Data for the TRACKPILOT. NEXT 165.0 ° 1.00 NM PD
The use of the Pilot Data for the TRACKPILOT is switched
DO
on and off by clicking on the PD field.
NEXT –––.– – –.–– –– PD
2. In good time before the intended manoeuvre, press the

NEXT CSE key or click on the left-hand field behind NEXT or
and enter the next set course with the virtual keyboard. If NEXT
necessary, press the NEXT RAD key or click on the right- 1a.DO CSE
hand field behind NEXT and enter the next set radius.
TRACKPILOT HEADING
Alternatively, the next set course can be entered by means SET 115.0 ° 0.70 NM CHL
of EBL: Put an EBL onto the required course, click on the
NEXT –––.– – –.–– –– PD
left-hand field behind NEXT with the MORE key, and click
on the TAKE EBL function of the EBL that is set.
NEXT –––.– – –.–– –– PD 1 2 3

1b.
Enter the next set
1. MORE course, and complete
TAKE EBL 1 4 5 6 the entry with OK
TAKE EBL 2
2. DO CANCEL NEXT DATA
TRACKPILOT HEADING
SET 115.0 ° 0.70 NM CHL
The TRACKPILOT computes the function for the transition
NEXT 130.0 ° 0.70 NM PD
to the next set course, and displays the result as a Curved
Headline in the PPI. The Curved Headline moves along
together with the ship, and at this stage it represents the
route which the ship would take if the manoeuvre were
started.
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33.2 Steering with NEXT Data Operating Instructions
3. Observe the shifting of the Curved Headline in the PPI.

When the position of the Curved Headline corresponds to
the intended manoeuvre, press the EXECUTE key. EXECUTE
As a result, the NEXT data become set data and appear

behind SET. The Curved Headline becomes the active
track. The manoeuvre is now executed with these new set
data.
Deletion of the NEXT data: If the manoeuvre specified by the 1.MORE or 1.MORE
NEXT data is not to be executed, the NEXT data that were
entered must be deleted: Click on one of the NEXT values with NEXT 130.0 ° 0.70 NM PD
the MORE key, and then click on CANCEL NEXT DATA (with CANCEL NEXT DATA
the DO key). 2.DO
NEXT –––.– – –.–– –– PD
Course Change with the Joystick Before Execution of a Manoeuvre

Even when the ship is being steered with NEXT data or with Pilot Data, course changes can be made
with the joystick. The currently valid set radius (displayed as SET radius) is used as the basis for these
manoeuvres. The course change that is entered in this way is executed immediately; it does not change
the preselected data.
During this process, the following occurs in the radar picture:
After the joystick has been operated, the Curved Headline of the planned manoeuvre disappears and
(just as in the case of steering with the joystick) the track appears in the form of a Curved Headline. As
soon as the ship has reached (or approximately reached) the new set course, the display of the track
disappears and the planned manoeuvre that was previously being displayed appears again in the form
of a Curved Headline which moves along with the ship.
For the switch-over of the Curved Headline display, the following settings can be made on service level:
A It can be specified
- that, even with the smallest course-change that is entered with the joystick, the Curved Headline
jumps in the manner described to the display of the track (standard setting) or
- that the track is displayed if, and only if, the course change exceeds a particular amount. This
limit value can be set between 1 and 10 degrees.
B It can be specified
- that, when the ship is approaching the new set course, the display does not jump back to the
previously planned manoeuvre until the new set course is reached or
- that the previously planned manoeuvre re-appears even before the new set course is reached
(standard setting).
The difference - compared to the new set course - at which the Curved Headline jumps back to
the previously planned manoeuvre can be specified in the range from 1 to 10 degrees (standard
setting: 1 degree).
Changes During Execution of a Manoeuvre

At any time during manoeuvre, the joystick can be used to change the set course and radius.
WARNING:
When the turn is already started, do not use NEXT data and EXECUTE to
modify the manoeuvre. Otherwise the turn in progress could be inter-
rupted by a counter-rudder given by the TRACKPILOT.
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Operating Instructions 33.3 Steering with Pilot Data
Track Correction after the End of the Manoeuvre

If, in Heading mode or Course mode, the TRACKPILOT detects a track deviation of more than 10 m at
the end of the manoeuvre, it sets this value to zero in order to prevent corrective steering (overshoot) at
the end of the manoeuvre. The track then begins again at the ship's existing position.
33.3 Steering with Pilot Data
When the ship is sailing along a pre-planned track but this should not take place (in a automated manner)
in Track mode, there is the possibility of steering with Pilot Data in Course mode or Heading mode.
Because the data of the System Track are used in that process, special preparations have to be made.
Preparation for Steering with Pilot Data

1. The pre-planned track along which the ship is to sail must already be defined as the System Track
- see page 73.
2. Select a suitable position sensor - see page 101.
As the position sensor, it is absolutely essential to select the sensor producing the best (i.e. most
correct) available position data:
1. Differential GPS,
2. GPS,
3. some other sensors: (if they are accurate enough for this purpose),
4. Estimated Position
3. Check the accuracy of the position data (see page 103); if there is a constant position-error, correct
it (see page 104).
☞ Your own ship's position and the radar video will be positioned correctly relative to the System
Track and the chart or map if, and only if, the selected position sensor transfers the position
correctly.
WARNING:
When the ship is sailing with Pilot Data, it must be ensured especially
that the position data have the necessary accuracy. In particular, when
the ship is sailing with Estimated Position, the position must continually
be checked for correctness and (if necessary) corrected with the aid of
a suitable independent method of position determination.
4. Switch on the use of the Pilot Data for the TRACKPILOT (see page 275).
5. Check that the following TRACKPILOT parameters are set appropriately, and correct these param-
eters if necessary (see Section 31):
- Rudder economy
- Course limit
- Track limit
- Track control mode
- Sailing mode
These data are taken from the System Track, with Pilot Data switched on. Therefore, checking of
these data is necessary even if they were set correctly before switch-on of the Pilot Data.
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Steering with Pilot Data

When the Pilot Data are switched on in the Heading mode or Course mode, the Pilot Data of the System
Track that are planned for the manoeuvre to be performed at the TO-waypoint in order to reach the
NEXT-waypoint are displayed as the NEXT data:
- course of the next leg, and
- radius of the manoeuvre at the TO-waypoint.
In the PPI, the Curved Headline that results from these values is shown and moves with the ship.
System Track
TRACKPILOT HEADING Pilot Data are

SET 25.0 ° 0.80 NM CHL switched on
NEXT 300.0 ° 0.50 NM PD
Waypoints
Next set values, taken over from the System Track:
course from TO-waypoint to the NEXT-waypoint,
radius defined for the TO-waypoint.
Curved Headline (displayed here immediately before

the start of the manoeuvre) which results from next
course and next radius displayed and becomes the
active track after pressing of EXECUTE
Examples of where the Curved Headline was

displayed in the past
System Track
Triggering of the manoeuvre: In the same way as during steering with NEXT
data, the planned manoeuvre displayed by means of the Curved Headline is
EXECUTE
triggered by pressing of the EXECUTE key.
As a result, the NEXT data become set data and appear behind SET. The
Curved Headline becomes the active track. The planned manoeuvre is now
executed with these new set data.
At the computed end of the manoeuvre 1), the data of the System Track are displayed as the NEXT data:
The course from the new TO-waypoint to the new NEXT-waypoint and the radius that is planned for the
new TO-waypoint.
1)
If the distance to the NEXT-waypoint of the system track is larger than 25 NM, the display appears not later than 10 NM before the NEXT-
waypoint.
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Changing the NEXT data: The NEXT data can also be changed or
1a.DO NEXT
before the pressing of the EXECUTE key. This causes them to be
CSE
used for the manoeuvre: Press the NEXT CSE key or the NEXT
RAD key or click on the value and change it with the virtual
keyboard or change the value by means of the EBL - see page NEXT 165.0 ° 1.00 NM PD
275. The PD field now flashes, thus indicating that the NEXT
data being displayed does not correspond to the NEXT data
resulting from the System Track. 1b. Change the next course,
1 2 3 and complete the
☞ To cancel the change in the NEXT data and to restore the 4 5 6

entry with OK.
NEXT data taken over from the System Track, all that has to Flashing
be done is to delete the NEXT data (see page 276).
NEXT 170.0 ° 1.00 NM PD
Course Change with the Joystick Before Execution of a Manoeuvre

See page 276.
Changes During Execution of a Manoeuvre

See page 276.
Track Correction after the End of the Manoeuvre

See page 277.
Take-over of further data from the System Track: When the ship is being steered with Pilot Data, not
only the set course and set radius but also the values for rudder economy, course limit, track limit, track
control mode and sailing mode from the System Track are used. However, such changes take place only
at the waypoints for which a value was entered in the System Track.
☞ These data taken over from the System Track can be overwritten manually at any time in the
TRACKPILOT SETTINGS Dialog - see Section 31.
IMPORTANT:
If one of the values mentioned changes because of an entry in the
System Track, no message is given.
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MULTIPILOT 34 Track Mode
Operating Instructions 34.1 Preparations and Switching Over to Track Mode
34 Track Mode

◆ Special preparations
◆ Switching over to Track mode
◆ Steering in Track mode
In Track mode, the ship sails along the System Track in a automatic manner.
34.1 Preparations and Switching Over to Track Mode
1. Specify that the pre-planned track along which the ship is to sail will be the System Track - see page
73.
2. Select a suitable position sensor - see page 102.
As the position sensor, it is absolutely essential to select the sensor producing the best (i.e. most
correct) available position data:
1. Differential GPS,
2. GPS,
3. some other sensors: (if they are accurate enough for this purpose) 1),
3. Check the accuracy of the position data (see page 103); if there is a constant position-error, correct
it (see page 104).
WARNING:
When the ship is sailing in Track mode, it must be ensured especially
that the position data have the necessary accuracy. If available, check by
comparison to a 2nd position sensor.
4. Switch on the use of the Pilot Data for the TRACKPILOT (see page 275).
5. Check that the following parameters are set appropriately, and correct them if necessary:
- TP WPT APPROACHING alarm (see page 265)
- Correction of the actual course (see page 294)
6. Check that the following TRACKPILOT parameters are set appropriately, and correct them if neces-
sary (see Section 31):
- Rudder economy
- Course limit
- Track limit
- Track control mode
- Sailing mode
These data are taken from the System Track with the Pilot Data switched on. Therefore, a check of
these data is necessary even if they were set correctly before the Pilot Data were switched on.
1) For Track mode, Estimated Position is not permitted. On ships with DNV NAUT-AW approval, LORAN is not permitted either.
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34 Track Mode MULTIPILOT
7. Make the preparations described in the following, which depend upon the nautical situation.
8. Select the track control mode and turn the ship onto the course which is expected to occur after
switch-over to Track mode. These actions depend on the nautical situation and are explained below.
WARNING:
To prevent a large, unwanted course-change resulting from the switch-
on of Track mode, it is urgently recommended that, with the joystick, the
ship should be put onto the course which the ship will adopt after the
switch-over to Track mode, or else that a suitably small course limit
should be entered.
9. The conditions for connecting the TRACKPILOT to the steering gear must be fulfilled:
- MANUAL SPEED must not be selected as the speed sensor.
- The ship must be sailing at or above a certain minimum speed. This speed depends on the
ship type, and is identical to the minimum speed below which the TP LOW SPEED alarm is trig-
gered during connection of the TRACKPILOT - see page 270.
- The ship must be situated within the set track limit 1). If the track limit is less than 100 m, the
deviation from the track must not be greater than 100 m. (In the TRACK DATA display no OFF
TRACK message is shown.)
- The angle between the existing course over ground and the track 1) must not be greater than
the set course limit. (In the TRACK DATA display no OFF COURSE message is shown.)
10. The drift angle should be within a nautically suitable range.
11. Switch-over to Track mode by pressing the TRACK
or
MODE key or by clicking on the operational mode field and
then on TRACK MODE. TRACK
If the ship is not yet on the System Track, it is now automat- MODE
1.DO
ically guided onto the System Track. If a course change is
necessary in order to achieve the corrective steering course
TRACKPILOT COURSE
towards the System Track or TO-waypoint, this course HEADING MODE
change is performed with a radius of about 1 NM. If the 2.DO
COURSE MODE
approach to the track shall be performed slower or faster, TRACK MODE
use the joystick for the approach manoeuvre before switch-
over.
12. If steering to the System Track is to take place with a larger or smaller corrective steering course,
the course limit must be set accordingly.
1)
Relative to the track specified by the selected track control mode: In the case of To Track, it is the System Track. In the case of To
Waypoint, it is the line leading to the TO-waypoint; this straight line is recomputed every 60 seconds - see also page 284.
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Regarding Step 7: Preparations which Depend on the Nautical Situation
Situation A): During the Connection Process, the Ship is Situated on the System Track
The ship has already been steered onto the System Track, and is not in the region of a curve. Course
mode is in the switched-on state and the set course corresponds to the course of the System Track, or
Heading mode is in the switched-on state and the course over ground corresponds to the course of the
System Track. (Check the course vector displayed on the radar indicator.)
In this case, you can continue with step 9 of the preparations without any further action.
Situation B): Steering Automatically to the System Track

The ship is situated near the System Track and is not in the region of a curve. From here, the intention
is not to approach the TO-waypoint directly but to steer onto the System Track. The following illustration
explains this situation.
Approach track taken by the ship

System Track during the corrective steering (not
displayed in the radar picture)
Corrective steering angle; it is less

than half the set course limit
Track deviation; it must be less

than the set track limit. If the set
track limit is less than 100 m, the
track deviation must not exceed System Track
100 m.
A radius of about 1 NM is used
Angle between the System Track and

the course; it must be less than the set
course limit
Before you can continue with step 9 of the preparations:

- Switch the track control mode to To Track (see page 265).
- Manoeuvre the ship with the joystick in such a way that the ship is at least situated within the set
track limit (or is less than 100 m away from the System Track) and that the set course limit is not
exceeded.
If the ship (within the set track limit) is situated quite far away from the System Track, it might
happen that, after the switch-over to Track mode, an unplanned course-change takes place
with a radius of about 1 NM. If the course limit setting is not small, this course change should be
executed with the joystick before the switch-over to Track mode. If the track deviation is large, the
expected corrective steering angle corresponds to half the set course limit.
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Situation C): Steering Automatically to the TO-Waypoint

If the nautical conditions so permit, the TO-waypoint can initially be approached directly along the
shortest route, and from that waypoint the ship can then continue to be guided along the System
Track. The following illustration explains this situation.
Unused part of the System Track Temporary track to the

TO-waypoint
System Track
System Track
A radius of about 1 NM is
used
Angle between the temporary track
and the course; it must be less than
the set course limit
Before you can continue with step 9 of the preparations:

- Switch the track control mode to To Waypoint (see page 265).
During the switch-over to TO WAYPOINT, the TRACKPILOT computes a temporary track for the
path between the ship and the TO-waypoint, and displays this temporary track additionally. The
TRACKPILOT repeats this computation every 60 seconds and corrects the display accordingly until
a switch-over to Track mode occurs. Whenever the temporary track has been recomputed, the ship
is situated exactly on the track, so that any previous exceeding of the set track limit is eliminated.
- Take the course to the TO-waypoint until the ship is sailing within the set course limit, or increase
the course limit.
If you do not wish to wait for the end of the max. 60 second period up to the next automatic computation
of the temporary track, the computation can be initiated manually. To do this, in the TRACKPILOT
SETTINGS Dialog open the TRACKPILOT UTILITIES Dialog, and there press the CALCULATE TRACK
button.
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Situation D): Steering Automatically to a Waypoint Situated Further Ahead

Initially, the ship is to steer directly to a waypoint situated further ahead, and from there it is to be guided
onwards along the System Track. The following illustration explains this situation.
Unused part of the System Track
System Track
A radius of about 1 NM is
used
Angle between the approach track and

the course; it must be less than the set
course limit Approach track System Track
(temporary track to the
selected TO-waypoint)
The difference compared to the procedure of situation C is simply that the waypoint to be approached is
defined as the new TO-waypoint - see page 74.
☞ By defining of the TO-waypoint, the track control mode is automatically set to To Waypoint.
Situation E): Steering Automatically to the First Waypoint of a Track Situated Further Ahead
The ship is to be guided along a approach track to the beginning of the System Track, and then along
the System Track.
If the ship is situated before the first waypoint of the System Track, the track control mode is automatically
set to To Waypoint. A temporary track leading to the first waypoint (the TO-waypoint) is displayed.
☞ If the geometrical situation is appropriate, the temporary track calculated by the system can also lead
to another waypoint; if necessary, define the TO-waypoint differently (see page 74).
Before you can continue with step 9 of the preparations: Set the ship's course approximately to the direc-
tion of the temporary track.
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34.2 Sailing in Track Mode Operating Instructions
34.2 Sailing in Track Mode
In Track mode, the ship is steered automatically along the System Track. In good time before the start
of a planned course-change, an alarm is given and the course change takes place as planned. Apart from
continual monitoring of track-keeping to check that it is being performed correctly, taking account of the
nautical situation, operator action to keep the ship on the System Track is needed only if special events
occur, e.g. a TP POSITION JUMP alarm or avoidance manoeuvres. Even when the ship is sailing in
Track mode, a manual course-change can be performed at any time by operation of the joystick.
System Track
TRACKPILOT TRACK Pilot Data are

SET 32.0 ° 0.80 NM CHL switched on
NEXT 300.0 ° 0.50 NM PD
Waypoints
Next set course Next set radius

(taken over from the System Track)
Alarm shortly
before the
ALARM LIST wheel-over point
ACK is reached
TP WOP EXECUTION
TP WPT APPROACHING
Indication before the alarm TP

System Track WOP EXECUTION appears
Execution of a Planned Course-Change

1. In good time before the planned wheel-over point is reached 1), the TP WPT APPROACHING alarm
appears. Acknowledge this alarm.
2. 30 seconds before the planned wheel-over point is reached, the TP WOP EXECUTION alarm
appears.
3. Check whether the nautical situation permits the execution of the planned manoeuvre.
If the manoeuvre is to be performed as planned, this should be confirmed
by pressing the EXECUTE key. EXECUTE
If the manoeuvre is not to be performed as planned, Track mode must be

switched off immediately after the TP WOP EXECUTION alarm appears
(before the wheel-over point is reached).
WARNING:
In Track mode, the manoeuvre is automatically performed as planned,
even if the TP WOP EXECUTION alarm has not been acknowledged. 2)
☞ If the TP WOP EXECUTION alarm is not acknowledged by the time the wheel-over point is
passed, the TRACKPILOT Alarm signal is issued for the purposes of triggering an external
alarm; see page 364.
1) For adjusting this advance warning time, see page 265.

2) This feature is different in comparison to earlier generations of NACOS systems.
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4. When the planned wheel-over point is reached, the TRACKPILOT switches over to the next
waypoint. The previous NEXT-waypoint becomes the TO-waypoint.
5. At the beginning of the manoeuvre, the previous NEXT course is taken over as the set course. The
contents of the TRACKPILOT data display change accordingly. The ship is now put onto the new
set course, using the set radius. The track control process takes place in the curve too, i.e. any devi-
ation from the displayed track is compensated within the possible limits.
WARNING:
In Track mode on ships with DNV NAUT-AW approval, the set rudder
limit is exceeded 1) if this is necessary for the execution of a planned
manoeuvre.
6. The manoeuvre is finished when the ship has passed the place computed for this. At the end of the
manoeuvre, the new set course is steered and the set radius is set to the value that is programmed
for the new TO-waypoint.
Performing an Avoidance Manoeuvre

If the course has to be changed in an unplanned manner, e.g. in order to perform an avoidance
manoeuvre, this can be done by operation of the joystick, even without previously changing the steering
mode. During this process, the Track mode is switched off automatically and the Heading mode is
automatically switched on. Steering takes place with the joystick in accordance with Section 33.1. After
the end of the avoidance manoeuvre, it is possible to switch over to Track mode again, in which case the
appropriate preparatory checks and actions as described in Section 34.1 must be performed beforehand,
depending on the duration of the avoidance manoeuvre and on the course and track deviations that have
been reached in the meantime.
Determining a Constant Position-Error

Even if the position data exhibit a constant error, the TRACKPILOT controls the ship in Track mode so
that the ship symbol is guided along the displayed track. However, the ship is in reality located at a posi-
tion that is displaced by the currently existing position error. If no alarm is generated because of the posi-
tion error 2), the position error is only recognizable in that chart symbols do not coincide with their radar
video counterparts; see also page 103.
Switching Off the Track Mode

Depending on the situation, Track mode is switched off as follows:
Ship is Sailing on the Straight Part of the Leg
- Actuate the joystick to switch on the Heading mode. The present heading is taken over as the set
course, in addition to the course change effected by the joystick movement.
- Press the HDG MODE key 3) to switch over to the Heading mode. The present heading at this
moment is taken over as the set course.
- Press the CSE MODE key 3) to switch over to the Course mode. The present course at this moment
is taken over as the set course.
1) Up to the maximum value that can be set under RUDDER LIMIT in the TRACKPILOT SETTINGS Dialog.
2) This can be the case when position sensors that have excessive system-inherent errors are selected and also defined for the sensor moni-
toring (e.g. LORAN).
3) Or by selecting the mode with the aid of the corresponding button.
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Switch-Over during a Manoeuvre

- Actuate the Joystick to switch on the Heading mode. By this, the execution of the manoeuvre is
aborted. The present heading at this moment is taken over as the set course, in addition to the
course change effected by the joystick movement.
- Press the HDG MODE key 1) to switch over to the Heading mode. The set course currently being
displayed is kept as the set course. Execution of the manoeuvre is continued. 2)
- Press the CSE MODE key 1) to switch over to the Course mode. The set course currently being
displayed is kept as the set course. Execution of the manoeuvre is continued. 3)
Switch-Over at the End of the Track
- 60 seconds before the last waypoint of the System Track is reached, the TP END OF TRACK alarm
appears. After acknowledgement, a switch-over to Course mode takes place automatically. The set
course currently being displayed is kept as the set course.
☞ If the TP END OF TRACK alarm is not acknowledged within 30 seconds, the automatic switch-
over to the Course mode also takes place and the TRACKPILOT Alarm signal is issued for the
purposes of triggering an external alarm; see page 364.
In Track Mode, Modifying of the Data Taken Over from the System Track
While the TRACKPILOT is being operated in Track mode, the System Track cannot be altered. However,
except for the set course, set radius and NEXT data, the Pilot Data can be overwritten for the TRACK-
PILOT without any change in the System Track:
Rudder economy, course limit and track limit can be set to different values at any time by Dialog.
Sailing mode and track control mode can likewise be altered manually, but not while the ship is being
steered in a curve (Sailing mode if, and only if, the track control mode To Waypoint is switched on).
Sailing without Pilot Data in the Track mode

As an exception, it is possible to sail in the Track mode without the TRACKPILOT settings being changed
by the Pilot Data of the System Track. If the Pilot Data are switched off (for switching off, see page 275),
only the set courses and set radius specified by the waypoint positions are taken over.
☞ Switched-off Pilot Data are automatically switched on again when the Track mode is reactivated.
New Computation of the Temporary Track

The CALCULATE TRACK function makes it possible to immediately recompute the existing track by
means of an operator action. With this function, a deviation from the track can be deleted if the track
control mode To Waypoint is being used.
In Track mode, the function should not be used during a manoeuvre, because otherwise the alarm TP
TRACK MODE FAULT appears and the Track mode is switched off automatically.
The recomputation is triggered if, in the TRACKPILOT UTILITIES Dialog, you click on the CALCULATE
TRACK button - see page 301.
1) Or by selecting the mode with the aid of the corresponding button.

2)
If there is a drift, the set course must be corrected manually after switch-over of the mode, not later than at the end of the manoeuvre, in
order to avoid an undesired change of the course (see also page 271).
3)
After the switch-over, the Curved Headline can deviate from the displayed System Track because of the automatic course-correction (see
page 294).
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MULTIPILOT 35 Useful Information Regarding the Steering Modes
Operating Instructions 35.1 Use of TRACKPILOT in Shallow Water
35 Useful Information Regarding the Steering Modes

◆ Use of TRACKPILOT in shallow water
◆ Influence of drift, drift stabilisation of the Curved Headline
◆ Position filtering and position monitoring
◆ Details concerning the execution of manoeuvres
◆ Correction of the actual course for the track
35.1 Use of TRACKPILOT in Shallow Water
Shallow water may effect the dynamics and manoeuvrability of a vessel. Shallow water is considered to
be a water depth (depth below transducer + draft !) of less than 2.5 times the draught of the vessel. If
sailing with high speed in shallow water the draught of the ship may increase considerably caused by the
squat effect. The squat effect increases with higher speed and lower water depth.
These effects may change the designed steering behavior of the ship in a material manner. Previously
set parameters for the TRACKPILOT ability to steer the ship will no longer match with that ship behavior.
If you are observing unusual behaviour during steering with TRACKPILOT like
- heading or course errors building up without sufficient action of the TRACKPILOT on the rudders,
- insufficient reaction of the vessel to the rudder commands given by TRACKPILOT,
- overshooting and extreme steering hunting after course changes executed by TRACKPILOT,
- swinging rudder angles or rate of turn of the vessel while steering a constant course,
the following countermeasures shall be executed:
- Check the depth below the keel at the echosounder and in the sea chart.
- Adapt the Rudder Economy setting to the current situation; it may be necessary to use lower
Economy values (higher rudder gain) in shallow water.
- Reduce the speed until the steering actions become stable.
WARNING:
If the adaptation to the shallow water situation needs too much time,
immediately switch over to manual steering in order to regain control
over the ship.
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35 Useful Information Regarding the Steering Modes MULTIPILOT
35.2 Influence of Drift Operating Instructions
35.2 Influence of Drift
Taking Account of Drift in Course Mode

In Course mode, the drift component is taken into account as well as is possible on the basis of the avail-
able sensor information:
True north
Manual set; is entered by Dialog under SET if the single-
Speed over ground in the longi- axis log is selected
tudinal direction; measured by Manual drift; is entered by Dialog under DRIFT if the
the dual-axis log in Bottom Track single-axis log is selected
mode or by a position sensor
selected as the selected speed
sensor Speed of the current; is computed from
the difference between Bottom Track and
Speed through the water in the Water Track data; displayed on the
longitudinal direction; measured displays as Set and Drift.
by single-axis logs
Speed over ground; is measured by the dual-axis log
Own speed: Speed produced by the in Bottom Track mode or by a position sensor selected
ship's own propulsion as the selected speed sensor
Speed over ground; in the case of a single-axis log,

including manual drift
Speed through the water; is measured by the
dual-axis log in Water Track mode
Wind drift: speed of the drift

caused by wind
In the ideal case, the course over ground is used which is computed taking account of the speed over
ground measured by a dual-axis log in Bottom Track mode.
In the worst case, i.e. if a single-axis log has been selected as the speed sensor and no set or drift
values have been entered manually, the heading value is used as the actual course in Course mode
too. In Course mode, the ship is then steered in the same direction as in Heading mode, without drift
compensation.
Between these extremes, the following possibilities exist:
- As the speed sensor, a position sensor is selected. In Course mode, the course made good supplied
by this sensor is then used as set course.
☞ On ships with BSH and DNV NAUT-AW approval, the use of the speed signals from position
sensors is usually not permitted.
☞ The suitability of a position sensor as the speed sensor depends on how sluggishly the COG/
SOG signal supplied by the position sensor reacts to a course change (delay caused by the
filtering which takes place in the position sensor) and on how accurate and stable the values
determined are.
- A dual-axis log is used as the speed sensor, and is operated in Water Track mode. In Course mode,
the course through the water is then used.
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Operating Instructions 35.3 Position Filtering and Position Monitoring in Track Mode
- As the selected speed sensor, a single-axis log is used, and the set and drift are entered manually.
In Course mode, a course is then used which - depending on sensor accuracy, on the magnitude
ratio between wind drift and speed of current, and on the accuracy of the values entered manually -
is more suitable or less suitable than the course through the water.
Drift Stabilisation of the Curved Headline

- In Course mode:
In Course mode, the Curved Headline is displayed bottom-stabilised and is therefore the set track
on which the ship is steered.
In Course mode, if drift is present the Curved Headline represents the ship's future track over ground
if, and only if, the system can determine the course over ground (see above).
- In Heading mode:
For Heading mode, the following settings for the bottom-stabilised display of the Curved Headline
can be selected on service level:
- Standard setting (Curved Headline Bottom Fix):
The Curved Headline is "frozen" in a bottom-stabilised manner at the beginning of the
manoeuvre. If drift is present, the ship does not follow the Curved Headline; the displacement
caused by the drift is visible as a deviation of the ship symbol from the Curved Headline. In this
case, the Curved Headline therefore does not represent the track on which the ship is steered,
but represents instead a bottom-stabilised set track. Any track deviation that is visible on the
radar will not be compensated by Heading mode. Any track deviations must be compensated
by the operator by changing the set radius and/or the set course. This setting of the bottom
stabilisation is the standard method.
- Alternative setting:
The Curved Headline is not "frozen" in a bottom-stabilised manner but moves if a drift is
present. As a result, it is true that the track deviation caused by the drift is not visible as such,
but during the manoeuvre the Curved Headline corresponds to the track on which the ship is
being steered.
The drifting of the Curved Headline can be checked against the symbols and lines of the map,
the vector chart or the User Chart Objects. If the set track being displayed moves in such a way
that intervention is necessary, then suitable changes in the set radius and set course must be
made by the operator.
Regardless of the type of bottom stabilisation used, in Heading mode the Curved Headline thus
represents the ship's future track over ground if, and only if, no drift is present.
If a switch-over between Heading mode and Course mode occurs during a manoeuvre, the Curved Head-
line is computed anew. In all cases, the Curved Headline begins under the ship symbol again.
35.3 Position Filtering and Position Monitoring in Track Mode
Position Filtering
To support the dead reckoning process with the position data of the selected position sensor, a position
filter with the following characteristics is used:
- Computation of the ship's lateral distance from the currently valid track segment or from the present
curve.
- Filtering of the lateral distance from the currently valid track segment with limitation of the track devi-
ation injected into the control process.
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- Control of the filter time-constant depending on the set track limit and on the selected position
sensor.
Filter Time-constant for Filter Time-constant for

Position Sensor the Smallest Track Limit the Largest Track Limit
Estimated Position 0 min 100 min
GPS and DGPS 1 min 100 min
All other sensors 2 min 100 min
From this, it turns out that, when precise track-keeping (small track limit) is set, the TRACKPILOT
follows the position variance comparatively quickly. In order to achieve steady track-keeping when
the position data are unsteady, the track limit must be increased to at least five times the value of
the position variance.
- Larger values for the track limit automatically increase the filter time-constant, and in addition they
lead to an internal rudder-limitation.
Recommended setting of the position filtering:
Position Data Track Limit 1) Filtering Track-keeping

Very accurate < 50 m Very slight Very accurate
Accurate, stable 50 ... 200 m Slight Accurate
Normal 200 ...1000 m Medium Tolerant
Unstable > 1000 m Strong Very tolerant
1)
In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.
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Position Monitoring
If the selected position sensor fails to supply any valid data or if a switch-over takes place to a position
sensor which is supplying invalid data, the TRACKPILOT gives the TP CHANGE POSN SENSOR alarm.
A switch-over to another position sensor must take place or Track mode must ended.
Whenever position data have been received, dead reckoning using the gyro heading and the data of the
selected speed sensor is started and in this way an expected value to be used for position monitoring is
determined. Position monitoring depends on the track control mode:
Track control mode To Track
- If the received position value differs from the expected value by more than the track limit or (if the
track limit is set at a low value) by more than a value which depends on the sensor type, the TP
POSITION JUMP alarm is triggered. After the alarm has been acknowledged with the ACK ALARM
key, the position value received is incorporated into the control process via the position filter.
- Discontinuities which are larger than a value that is set at service level 1) lead to the TP TRACK
MODE FAULT alarm; when this alarm is acknowledged, a switch-over to Course mode takes place.
Track control mode To Waypoint
- If the position value received does indeed lie within the geographical area defined by the set track
limit 2) but differs from the expected value by more than the set track limit 2), the TP POSITION JUMP
alarm appears (acknowledgement with the ACK ALARM key). In this case, no temporary track is
computed.
- If the position value received or the dead-reckoned position deviates from the System Track by more
than the set track limit or (if the track limit is set at a low value) by more than 100 m, a temporary
track is computed from the present position to the TO-waypoint and the TP NEW TRACK alarm is
triggered. After acknowledgement with EXECUTE, the temporary track is used as the basis for the
control process.
Monitoring of Position Drift

If the monitoring of the position sensor (described in Section 5.5) is not active, the TRACKPILOT
performs the following monitoring activities:
With the gyro heading and the data of the selected speed sensor, long-term dead reckoning is performed
in addition, which is not reset by the receiving of position data (in contrast to dead reckoning for the
purpose of position monitoring - see above).
This dead reckoning is started with the switch-on of Track mode and with every new computation of the
temporary track (New Track function).
If the distance between the position resulting from this long-term dead reckoning and the position
received is larger than the set track limit 3), the TP POSITION DRIFT alarm appears. With the ACK
ALARM key, this alarm is acknowledged and the dead reckoning is started anew.
If this alarm occurs frequently, the selected sensor combination should be checked or - if permitted by
the nautical situation - the track limit value should be increased.
While the Estimated Position is switched on as the position sensor, the monitoring of the position drift
does not take place.
1) In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.
2) If the track limit setting is small, the important item for this is not the track limit but a value which depends on the sensor type.
3)
In the case of ships with DNV NAUT-AW approval, the limit value does not depend on the track limit but depends instead on the selected
speed sensor and position sensor.
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35.4 Correction of the Actual Course to Reduce Constant Track-Deviations Operating Instructions
35.4 Correction of the Actual Course to Reduce Constant Track-Deviations
Relationship between the Actual Course and the Constant Deviation from the Track
The actual course which is generally used in the NACOS is computed from the compass course, taking
account of the longitudinal and transverse speed values supplied by the speed sensor. If this value is not
equal to the course made good resulting from the position data, a constant deviation from the track might
occur as a control error in Track mode.
If the correction value is selected such that it is equal to the difference between the actual course gener-
ally used in the NACOS system and the actual course resulting from the position data, this control error
is avoided.
Automatic Determination of the Correction Value

The correction value is computed at intervals of 30 seconds on a straight course by comparing the posi-
tions produced by the internal dead reckoning with those received from the selected position sensor. The
correction value thus contains all error quantities that are not known a priori, such as compass error and
error in the drift angle of the selected speed sensor.
The correction value is filtered; the time-constant is at least 3 minutes, and increases with increasing
track limit.
The adaptation duration caused by the (possibly) large filter time-constant can be reduced by manually
entering a known correction value when the automatic course-correction facility is in the switched-on
state. The adaptation then begins at that value.
In the steady state of this adaptation process, it can be expected that the currently valid actual course of
the ship will be equal to the actual course (course made good) of the selected position sensor.
For the operating possibilities here, see page 266.
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MULTIPILOT 36 Anchor Control Mode
Operating Instructions 36.1 Settings, Display of the Parameters, and Functional Principle
36 Anchor Control Mode

◆ Settings for the Anchor Control mode
◆ Switching the Anchor Control mode on and off
◆ Operating the Anchor Control mode
◆ Special displays of the Anchor Control mode
In the Anchor Control mode, the ship is kept on the specified heading by means of the tunnel thrusters.
☞ If two TRACKPILOTs are installed: Anchor Control mode is only possible with TRACKPILOT 1. For
this reason, the following settings can only be made if TRACKPILOT 1 is selected; see also page
255.
36.1 Settings, Display of the Parameters, and Functional Principle
Most of the settings needed for the Anchor Control mode are made in the ANCHOR CONTROL Dialog.
Opening the ANCHOR CONTROL Dialog

Open the TRACKPILOT SETTINGS Dialog (see page 261); there, click on ANCHOR.
When the Anchor Control

ANCHOR CONTROL HEADING
mode is activated,
ANCHOR ECONOMY 3 HEADING is shown here
HEADING TOLERANCE 10 °
HEADING LIMIT ADD. 10 ° Anchor control settings;
see text
THRUSTER ACT SET
BOW 1 2 3 0% 0%
STERN 1 2 3 27% 30%
LIMIT 50%
Closes the Dialog
CLOSE
The following settings should be made or checked before the Anchor Control mode is switched on. All
settings can be changed with the Anchor Control mode already activated.
☞ After switch-on or restart of the TRACKPILOT, all parameters are automatically set in the form in
which they were last adjusted.
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36 Anchor Control Mode MULTIPILOT
36.1 Settings, Display of the Parameters, and Functional Principle Operating Instructions
Set Heading
The set heading cannot be entered before the Anchor Control mode is switched on.
☞ When switching to the Anchor Control mode, the present heading is taken over as the set heading;
see page 298.
Heading Tolerance
The heading tolerance is used to define the permissible deviation of the present heading value from the
set heading. If the heading is within the tolerance sector, the TRACKPILOT reduces the thruster power
until a border of the tolerance sector is reached. Expressed another way: The ship is pressed against the
leeward border of the tolerance sector by external forces acting on the ship and is kept there by the coun-
teracting force produced by the thrusters 1).
This setting is made in the field HEADING TOLERANCE

The smaller the value that is entered, the more accurately the
heading can be maintained. HEADING TOLERANCE 10 °
DO
Heading Limit
If the current heading value deviates too much from the set heading, the alarm TP HEADING LIMIT is
shown. This limit is set by means of the parameter "additional heading limit". The deviation of the present
heading from the set heading, at which the alarm TP HEADING LIMIT appears, is the sum of the values
set for heading tolerance and additional heading limit.
The setting of the additional heading limit is made in the field
HEADING LIMIT ADD. HEADING LIMIT ADD. 10 °
DO
Anchor Economy 1.DO
The anchor economy is used mainly to adjust the control gain ANCHOR ECONOMY 3
and therefore the control accuracy. 1 2 3 4 5 6 7 8 9 10
CONTROL
EXACT TOLERANT
2.DO
After you have clicked on the ANCHOR ECONOMY field, the

setting is made by clicking on one of the numerical values. A Anchor Control accuracy
low numerical value corresponds to a high control gain, i.e. this Economy
leads to greater control accuracy and more intensive use of the 1 Maximum
thrusters.
2....3 Large
4....6 Smaller
Higher Low
1)
If the weather vane position within the tolerance sector is reached, the ship remains there and the TRACKPILOT controls the thruster power
down to zero.
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Operating Instructions 36.2 Activating/Deactivating the Anchor Control Mode
Determining which Tunnel Thruster is Controlled by the TRACKPILOT

This setting is made externally by the operating sequences at
the thruster control panel. The result is displayed in the THRUSTER
ANCHOR CONTROL Dialog: In the lines BOW and STERN, BOW 1 2 3
each box represents a thruster. Legend: STERN 1 2 3
A) Grey box: Thruster is switched off.
B) Green box: Thruster is switched on and available to the
TRACKPILOT
C) Yellow box: Thruster is switched on but not available to
the TRACKPILOT
All switched-on thrusters of a group (bow or stern) are available together to the TRACKPILOT (case B)
or not at all (case C).
Thruster Power, Thruster Power Limit

The TRACKPILOT generates a control signal for the stern
thrusters, with which each connected stern thruster is driven.
THRUSTER ACT SET
The same applies for the bow thrusters. This setting is made BOW 1 2 3 0% 0%
under SET in percent of the maximum thruster power. STERN 1 2 3 10% 30%
☞ In the line STERN, a value of 30% under SET means that
LIMIT 50%
each stern thruster is driven so that it has to deliver 30% of green = activ
DO
its possible output power.

The power actually delivered by the thrusters is displayed by the TRACKPILOT. This value is shown
under ACT in percent of the maximum thruster power which can be supplied in total by the specified
thrusters.
☞ In the figure above, the display of 10% under ACT means that thruster 3 (the only one switched on)
is currently delivering 30% of its maximum power.
If the thrusters are not to be driven to their maximum output, the TRACKPILOT output signals can be
limited. This setting is made in the field LIMIT.
☞ For an entry of 50%, each thruster is driven so that a maximum of 50% of its possible power output
is used.
36.2 Activating/Deactivating the Anchor Control Mode
Preparation / Prerequisites
The Anchor Control mode should only be activated when the anchor chain has been paid out and the
ship is in the weather vane position. In addition, the following prerequisites must be met:
- The TRACKPILOT must be correctly parametrized for the Anchor Control mode; see Section 36.1.
- The thrusters must be ready (hydraulics, electrical system).
- The radar being operated must be switched as the TRACKPILOT Master.
- There must be no steering mode switched on (OFF must be displayed in the operational mode field
of the TRACKPILOT).
- If two TRACKPILOTs are installed: TRACKPILOT 1 must be selected.
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36.2 Activating/Deactivating the Anchor Control Mode Operating Instructions
Activating the Anchor Control Mode

Through the activation, all thrusters shown in the ANCHOR CONTROL Dialog are available only to the
TRACKPILOT. Operating at the thruster control panel is then normally not possible.
On activation, the present heading is taken over as the set heading. For this reason, the activation does
normally not cause any change in the orientation or position of the ship.
The Anchor Control mode is activated by clicking in the oper- 2.DO 1.DO
ational mode field of the TRACKPILOT and then on the

ANCHOR CONTROL button. TRACKPILOT OFF
ANCHOR CONTROL
ANCHOR CONTROL OFF
Special Displays of the Anchor Control Mode

At the TRACKPILOT Master, the following displays are changed through activation of the Anchor
Control mode:
- In the TRACKPILOT Data display, ANCHOR is shown in the operational mode field and the present
heading is shown as the set heading in the SET field.
- The ANCHOR CONTROL Dialog is displayed in the Multidisplay. In its header line, the entry
HEADING is shown to indicate that the heading is now being controlled by the TRACKPILOT.
- In the PPI/chart area (if the Curved Headline is switched on), the own ship symbol is augmented by
the anchor control symbol. This symbol is used to visualize the heading tolerance, the heading
limit and the set heading that have been set; see diagram.
- In the Conning mode, the Open Sea display shows the heading deviation instead of the course devi-
ation.
At all other radar indicators of the system at which the TRACKPILOT can be operated, these data can
also be displayed.
At all CHARTPILOTs, the anchor control symbol too can be shown and the changes for the heading
deviation the conning display takes place.
Switching the display of the anchor control symbol on/off: This is done at all units having the oper-
ating elements with which the display of the Curved Headline is switched on/off in the steering modes of
the TRACKPILOT, i.e. at the radar in the TRACKPILOT Data display using the button CHL.
Heading limit
Heading line
Additional heading limit
Set heading Heading tolerance
Anchor control symbol Stern line
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Operating Instructions 36.3 Operation in the Anchor Control Mode
Further Recommendations on Operating and Display

Activation of the Anchor Watch function as per Section 25 forms a useful extension of the Anchor
Control mode, through display of the anchor watch area and the associated monitoring/alarms.
By use of the display of the stern line, it is easier to observe the anchor control function.
Deactivating the Anchor Control Mode 1.DO
The Anchor Control mode is deactivated

TRACKPILOT OFF
- by clicking in the operational mode field of the TRACK- ANCHOR CONTROL
PILOT at the TRACKPILOT Master and then clicking on ANCHOR CONTROL OFF
the ANCHOR CONTROL OFF button,
2.DO
- when activated thrusters are no longer available to the
1)
TRACKPILOT , which is indicated by the yellow colour of
the thruster display; see page 297 or
- when (with the aid of the steering mode selector switch) the TRACKPILOT is connected to the
steering gear (and the heading mode is switched on).
- when the operator deactivates the mode by external operating.
Systems with two TRACKPILOTs: If TRACKPILOT 1 happens to fail when the Anchor Control mode is
active, the alarm TP TRACKPILOT FAILURE or TRACKPILOT FAILURE is shown and the Anchor
Control mode has to be deactivated.
WARNING:
If Anchor Control mode is active and the alarm TP TRACKPILOT
FAILURE or TRACKPILOT FAILURE is shown, the TRACKPILOT must be
disconnected from the thrusters immediately (by deactivating the
Anchor Control mode, or by external operating).
36.3 Operation in the Anchor Control Mode
While the Anchor Control mode is active, all of the parameters listed in Section 36.1 can be modified at
any time at the TRACKPILOT Master. The operating actions are described in Section 36.1.
The modification of the set heading is performed as for the Heading mode: By using the joystick or by
alphanumerical entry in the NEXT field, followed by pressing of the EXECUTE key.
If the thruster control signal generated by the TRACKPILOT reaches the preset thruster power limit, the
alarm TP THRUSTER LIMIT is shown. If a value of less than 100% was entered as the limit, it helps to
increase this value or to activate further thrusters, provided that this is permitted by the external prereq-
uisites.
If the deviation of the actual heading from the set heading reaches the sum of the heading tolerance and
additional heading limit, the alarm TP HEADING LIMIT indicates that the thruster power must be
increased (by elevating the thruster power limit or by adding further thrusters).
When the modification of the set heading is performed, generation of the alarms TP HEADING LIMIT and
TP THRUSTER LIMIT is suppressed until the heading has approached the tolerance sector to within one
degree. Whether the thruster power is sufficient or must be increased (by elevating the thruster limit or
adding another thruster) can be determined by observing the ROT and heading.
1) Insofar as this dependency was configured in this way at service level.
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36.3 Operation in the Anchor Control Mode Operating Instructions
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MULTIPILOT 37 Utilities for the TRACKPILOT
Operating Instructions 37.1 Resetting and Restarting the TRACKPILOT
37 Utilities for the TRACKPILOT

◆ Restarting the TRACKPILOT program
◆ Recording TRACKPILOT data
The seldom-needed utilities described in this section are summarised

in the TRACKPILOT UTILITIES Dialog.
Opening the TRACKPILOT UTILITIES Dialog

Open the TRACKPILOT SETTINGS Dialog (see page 261); there, click on UTILITIES.
TRACKPILOT UTILITIES Specifying the data which can

be recorded with a connected
PC if there is a problem - see
RESTART TP Section 37.2
Restarts the TRACKPILOT
program - see Section 37.1 RECORDING 0
Triggers the recomputing of
the System Track and, if
necessary, of the temporary
CALCULATE TRACK track - see page 284
CLOSE Closes the Dialog
37.1 Resetting and Restarting the TRACKPILOT
If it is suspected that the TRACKPILOT is malfunctioning, e.g. in the case of repeated occurrence of the
TRACKPILOT FAILURE alarm, or the TP TRACKPILOT FAILURE alarm, or SYSTEM FAULT alarms
with a fault code beginning with 06, restarting of the TRACKPILOT program or restarting the TRACK-
PILOT electronics unit might correct the fault situation.
During the TRACKPILOT program start-up triggered by the restart, unwanted output signals can occur
and alarms can take place. Therefore, the following rule applies:
Restarting the TRACKPILOT program

WARNING:
Before restarting of the TRACKPILOT program, the TRACKPILOT must
be disconnected from the steering gear 1). Use manual steering or
another steering mode.
1) or from the thrusters in case of the Anchor Control mode
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37 Utilities for the TRACKPILOT MULTIPILOT
37.2 Recording of TRACKPILOT Data Operating Instructions
Restarting of the TRACKPILOT program takes place when, in the TRACKPILOT UTILTIES Dialog, you
click on the RESTART TP button.
☞ If two TRACKPILOTs are installed: The restart takes place for both TRACKPILOTs.
As a result of the restarting of the TRACKPILOT program, both the adapted neutral rudder-angle and the
adapted course-correction value are deleted. Therefore, after restarting of the TRACKPILOT program, it
is advisable to steer a constant course manually for some time (about 5 minutes) until the TRACKPILOT
is reconnected to the steering gear.
Restarting the TRACKPILOT

The complete TRACKPILOT electronics unit can be restarted by switching off and on its powersupply.
WARNING:
Before restarting of the TRACKPILOT,
- the TRACKPILOT must be disconnected from the steering gear. Use
manual steering or another steering mode.
- The SPEEDPILOT must be disconnected from the engine control
system. Use manual control of the lever.
The TRACKPILOT is restarted by switching the TRACKPILOT electronics unit off at its power switch and
then switching it on again after a few seconds. 1)
☞ The restart of the TRACKPILOT also includes the restarting of the TRACKPILOT program and, if
installed, the SPEEDPILOT. In addition, this also restarts the TRACKPILOT interface unit.
Useful Information
The TRACKPILOT electronics unit as part of the NACOS (see also figure on page 26) integrates
- the autopilot and track control function (TRACKPILOT),
- the processing of interface data received from the TRACKPILOT interface unit (Engine Interface),
- the optional speed control function (SPEEDPILOT),
- the optional Conning Display function of the CONNINGPILOT.
The computer of the TRACKPILOT electronics unit supplies all other units of the NACOS (radar, ECDIS)
with its data via the bus system.
☞ If the computer of the TRACKPILOT electronics unit fails or is powered down, all above listed func-
tions will not be available.
The TRACKPILOT interface unit forms the interfacing to all required sensors or external systems (rudder
engines, automation system, propulsion system) for these functions.
37.2 Recording of TRACKPILOT Data
In order to detect any faults (or alleged faults) which are occurring infrequently and sporadically, the
service organisation can connect a PC to the TRACKPILOT electronics unit, and during operation they
can record a series of internal data on this PC for the purpose of later evaluation.
The data to be recorded can be selected by means of a code number specified by the service organisa-
tion; this number is entered behind RECORDING in the TRACKPILOT UTILITIES Dialog.
☞ So that the input of the code number can be altered during the voyage in consultation with the
service organisation, it has been made accessible to the operator in this way.
1)
This switch is situated beside the plug-in connection of the mains cable input on the display electronics unit. Alternatively, the TRACKPILOT
electronics unit can be switched off and on at the mains switchboard or by switching off and on the complete NACOS, see page 27.
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MULTIPILOT
SPEEDPILOT Functions
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MULTIPILOT
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MULTIPILOT 38 General Information about the SPEEDPILOT
Operating Instructions 38.1 The Operational Modes of the SPEEDPILOT
38 General Information about the SPEEDPILOT

◆ Operational modes
◆ Layout of the displays and operating elements
◆ Parameterisation
◆ Utilities
The system can optionally be equipped with a SPEEDPILOT 1). As the TRACKPILOT the SPEEDPILOT
can be operated from all radar indicators that are equipped with a TRACKPILOT keyboard.
The SPEEDPILOT remotely controls the propulsion leaver and in the speed control modes compares the
speed measured by the selected speed sensor with the set speed that is specified to the SPEEDPILOT.
From this it derives the necessary values for the speed control unit ("lever" 2)) which ensures that the set
speed is maintained. This is done taking account of all available parameters that are relevant. The drift
component is taken into account insofar as it is contained in the measured speed of the selected speed
sensor.
38.1 The Operational Modes of the SPEEDPILOT
Set Lever mode

The lever is set to a fixed value.
☞ With this mode, the speed control function of the SPEEDPILOT is switched off. It is provided to allow
precise lever settings through operating actions performed at the MULTIPILOT, without having to
actuate the lever directly by hand.
Set RPM mode

The RPM is set to a fixed value.
☞ With this mode, the speed control function of the SPEEDPILOT is switched off. It is provided to allow
precise RPM settings 3) through operating actions performed at the MULTIPILOT,without having to
actuate the lever directly by hand.
The other three operational modes differ with regard to the source of the set speed:
Set Speed mode

The set speed is set manually.
1) The SPEEDPILOT is an option. The fact that it is installed can be recognised from the fact that there is a SPEEDPILOT button contained
in the menu that is opened with the PILOT button.
2) or some other control unit, which is likewise called lever in the following
3) This function requires accurate entry of a so called "RPM to Lever" table on Service level.
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38 General Information about the SPEEDPILOT MULTIPILOT
38.2 Display of the Data; Operating Elements of the SPEEDPILOT Operating Instructions
Profile mode
While the ship is sailing along a System Track, the Profile Speed defined for the track segment
concerned is used as the set speed 1) When a waypoint is reached, a switch-over takes place automati-
cally to the set speed that is defined as the Profile Speed for the next track segment. In this way the ship,
in a fully automatic manner, performs the speed profile that is planned for the track.
Arrival mode
While the ship is sailing along a System Track, the Arrival Speed value computed by the CHARTPILOT
for the existing situation is used as the set speed 2). The Arrival Speed is the speed at which the ship
would currently have to sail in order to reach the destination at the planned time of arrival (ETA). The
computations that are necessary for this ETA-controlled sailing are performed continuously by the
CHARTPILOT on the basis of the planned values and the existing situation (the time remaining up to the
planned ETA, the distance remaining, and the planned and maximum speeds).
In Arrival mode, the planned passage times and arrival times are thus automatically achieved exactly,
insofar as this is possible on the basis of the general conditions.
38.2 Display of the Data; Operating Elements of the SPEEDPILOT
The operating elements and displays for the SPEEDPILOT are summarised in the SPEEDPILOT Dialog
which appears in the Multidisplay - see page 309. This Dialog is opened by clicking on the PILOT button
and then on SPEEDPILOT. By clicking on the CLOSE button contained in the Dialog, the Dialog can be
closed again.
38.3 Parameterisation of the SPEEDPILOT
During the system setting-to-work process, the control characteristics of the SPEEDPILOT were adjusted
to suit the characteristics of the ship and engine. Furthermore, however, the SPEEDPILOT also has to
be adjusted during its operational use to ensure that it suits the existing conditions. These settings are
made in the SPEEDPILOT SETTINGS Dialog.
Opening the SPEEDPILOT SETTINGS Dialog

Switch the radar indicator to act as the SPEEDPILOT Master - see P r e p a r a t i o n f o r A c t i v a t i o n on page
310.
Press the PILOT MENU key, and then click on the SPEEDPILOT button. As a result, the SPEEDPILOT
Dialog appears in the Multidisplay. There, by clicking on the SETTINGS button, open the SPEEDPILOT
SETTINGS Dialog.
1) The voyage planning data that are necessary for this must be contained in the System Track.
2) The voyage planning data that are necessary for this must be contained in the System Track.
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MULTIPILOT 38 General Information about the SPEEDPILOT
Operating Instructions 38.3 Parameterisation of the SPEEDPILOT
SPEEDPILOT SETTINGS Response threshold of the controller

SENSITIVITY 0.20 kn
Adaptation to suit the weather
LEVER ECONOMY 3
SPEED FILTER 20 sec Elimination of speed fluctuations by filtering

SPEED LIMIT 21.0 kn
HIGH LEVER LIMIT 10.0 Upper limit of the set speed
Restarts the SPEED- LOW LEVER LIMIT 1.0
PILOT program Upper limit of the lever setting
☞ Deactivate SPEED- RESTART SP
Lower limit of the lever setting
PILOT before CLOSE
restarting it before Closes the Dialog
resetting!

☞ Alternatively, the SPEEDPILOT SETTINGS Dialog can be opened by means of buttons: on the
display, click on the MENU button. Click on PILOT, SPEEDPILOT and then click on SETTINGS.
☞ After switch-on of the SPEEDPILOT, all parameters are automatically set to the values which they
had when the SPEEDPILOT was switched-off last time.
Incorrect setting of the parameters can lead to the following:
- Frequent changes of the lever values with which the SPEEDPILOT drives the engine
- Excessively sluggish reaction to changes in the set speed
- Reduction / momentary increase in the speed in the case of course changes.
To some extent, the settings affect one another, and so it can happen that an optimum setting is achieved
only after alternate changing of the parameters.
Setting the Response Threshold of the Speed Control Function

By correct setting of the SENSITIVITY value, optimisation is achieved
DO
between exact maintenance of the set speed and frequency of
changing of the engine driving function (lever setting). SENSITIVITY 0.50 kn
The control function starts to act only when the difference between the
set speed and the actual speed reaches the entered sensitivity value.
The response threshold should be as low as possible; a value of 1 2 3
0.2 kn or 0.1 kn is desirable. It must be increased if, in spite of high 4 5 6
values of the speed filter, the speed signal fluctuations caused by the
sea state affect the lever value which the SPEEDPILOT gives to the
engine.
Economical Control Behaviour 1DO
Economically advantageous optimisation between precise speed LEVER ECONOMY 3

control and frequency of changing of the lever, depending on sea 1 2 3 4 5 6 7 8 9 10
state and wind, is achieved by means of the "lever economy" param- CONTROL
EXACT TOLERANT
eter.
2.DO
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38 General Information about the SPEEDPILOT MULTIPILOT
38.3 Parameterisation of the SPEEDPILOT Operating Instructions
After you have clicked on the LEVER ECONOMY

Lever
field, the setting is made by clicking on one of the Control Weather
Economy
numerical values. A low numerical value corresponds
to a precise speed control and to more frequent 1 Precise Calm
movements of the lever. 2....3 Precise to tolerant Normal
4....6 Tolerant Bad
Higher Very tolerant Very bad
Adaptation to Suit the Sea State

Speed signal fluctuations caused by the sea state must not lead to any
change in the engine driving function. By correct setting of the SPEED DO
FILTER value, these fluctuations can be filtered out of the speed SPEED FILTER 20 sec
signal.
If the sea state is affecting the lever value which the SPEEDPILOT is
giving to the engine, the speed filter value should be increased. Only 1 2 3
if this is not adequate is it also necessary to reduce the sensitivity. 4 5 6
Setting the Upper Limit of the Set Speed

For reasons such as
- reducing the wear and tear on the propulsion engines, DO
- limiting the fuel consumption and 21.0 kn
SPEED LIMIT
- applying limits depending on the weather and on the type of
waterway,
it might be desirable to apply an upper limit to the set speed. When the
SPEEDPILOT is being operated in Profile mode or Arrival mode, this 1 2 3
4 5 6
can be done by entering the SPEED LIMIT without any need to change
the pre-planned track or the time schedule.
☞ By input of the speed limit value 0, the limitation of the set speed is switched off.
Setting the Upper Limit of the Lever Values

By means of the function HIGH LEVER LIMIT, the maximum lever
value that is output by the SPEEDPILOT is set. This value must be DO
selected such that any restriction in the propulsion system (e.g. fuel HIGH LEVER LIMIT 8.6
consumption, number of required generators) are not violated during
SPEEDPILOT operation.
1 2 3
4 5 6
Setting the Lower Limit of the Lever Values

By means of the function LOW LEVER LIMIT, the minimum lever value
that is output by the SPEEDPILOT is set. This value must be selected DO
such that the propulsive power is still sufficient to ensure rudder effec- LOW LEVER LIMIT 2.0
tiveness for reliable course-steering.
1 2 3
4 5 6
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MULTIPILOT 39 Sailing with the SPEEDPILOT
39 Sailing with the SPEEDPILOT

◆ Preparation and activation of the SPEEDPILOT
◆ Switching over the operational modes
◆ Sailing in the various operational modes
◆ Deactivating the SPEEDPILOT
The operating elements and displays of the SPEEDPILOT are summarised in the SPEEDPILOT Dialog.
Opening the SPEEDPILOT Dialog

Switch the radar indicator to act as the SPEEDPILOT Master - see P r e p a r a t i o n f o r A c t i v a t i o n on page
310.
Press the PILOT MENU key, and then click on the SPEEDPILOT button. As a result,
PILOT
the SPEEDPILOT Dialog appears in the Multidisplay.
MENU
☞ Alternatively, the SPEEDPILOT Dialog can be opened by means of buttons: on the display, click on
the MENU button. Click on PILOT, and then click on SPEEDPILOT.
Switches the unit to act as the Operational mode field Operational mode of the
SPEEDPILOT Master SPEEDPILOT
Maximum speed which is possible as SPEEDPILOT ARRIVAL Present set speed
a result of the propulsion engines that SPEED SET
are switched on 1) 16.5 kn
MAX 21.0 kn ACT 16.1 kn Present actual speed
PROFILE SPEED 16.0 kn
1)
Future Option NEXT 16.4 kn
PLANNED SPEED 16.5 kn
Values contained in the System NEXT 17.0 kn Present set RPM
Track:
- PROFILE SPEED: The set SET RPM 120
Present setting of the lever value
value for Profile mode SET LEVER 7.1 of the SPEEDPILOT 1)
- PLANNED SPEED: This forms ENGINES 4
the basis for (among other
things) computing the Arrival SETTINGS CLOSE Number of engines which
Speed at which the ship sails in are coupled - see page 311
Arrival mode.
NEXT = values assigned to the next Closes the Dialog
leg of the system track
SPEEDPILOT parameterisation - see page 306 1) The set lever value is also shown when the SPEEDPILOT is switched
off in order to present the lever setting which with the SPEEDPILOT will
start, when switched from OFF to ON.
When the SPEEDPILOT is in the activated state, the engine is still controlled by means of the speed
lever 1); but the lever is controlled remotely by the SPEEDPILOT 2). To ensure controlled activation of the
SPEEDPILOT, preparations have to be made.
1) or some other control unit, which is likewise called "lever" in the following; ships with two propellers often have two levers working synchro-
nously.
2) If the engine remote control system offers the possibility, the SPEEDPILOT is integrated in such a way that the lever is automatically moved
when the SPEEDPILOT is in the activated state, i.e. the lever moves to the lever value which the SPEEDPILOT gives to the engine control
system.
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39 Sailing with the SPEEDPILOT MULTIPILOT
Preparation for Activation

1. Switch the radar to act as the SPEEDPILOT Master: In the SPEEDPILOT Dialog, click on the
SPEEDPILOT button and then click on the MASTER button.
☞ The SPEEDPILOT can be operated on any radar
or
indicator that is equipped with a TRACKPILOT
Operating Unit, but only from one at a time. The Grey
SPEED 1a.DO
unit from which the SPEEDPILOT is currently PILOT
being operated is called the SPEEDPILOT MASTER
SPEEDPILOT OFF
Master. This can be recognised from the fact MASTER
1b.DO
that, in the SPEEDPILOT Dialog, the SPEED-
PILOT button has a coloured background, and
that the small lamp above the SPEEDPILOT key
is alight. SPEEDPILOT OFF
SPEED
Even when the SPEEDPILOT is in the activated state, PILOT
the switch-over to act as the SPEEDPILOT Master Coloured
MASTER
can take place at any time on the unit on which the
SPEEDPILOT is to be operated.
2. Select a suitable speed sensor; see page 99.
For satisfactory speed-control, the most accurate and/or stable speed sensor that is available must
be selected. Preference should be given to a speed sensor which measures the speed over ground.
3. Set the control behaviour of the SPEEDPILOT to suit the existing conditions by means of the
following parameters (see Section 38.3):
- Sensitivity
- Lever economy
- Speed filter
- Speed limit
- High lever limit
- Low lever limit
Activation of the SPEEDPILOT by Connection to the Engine

Whether the activation of the SPEEDPILOT takes place SET LEVER MODE
- internally, i.e. on the radar indicator, or SET RPM MODE
1b.DO
- externally with the aid of the SPEEDPILOT Activation SET SPEED MODE
switch 1) PROFILE MODE
depends on the type of remote control interface of the engine ARRIVAL MODE
SPEEDPILOT OFF
control system.
1a.DO
Internal activation: In the SPEEDPILOT Dialog, click on the
operational mode field and then on SET LEVER MODE or
SET SPEED MODE.
External activation: Set the SPEEDPILOT Activation switch SPEEDPILOT SET SPEED
to ON. The SPEEDPILOT is then activated in the Set
Lever mode. To maintain the present speed, click on the
operational mode field and then on SET SPEED MODE.
1)
The SPEEDPILOT Activation switch is not part of the NACOS. It is situated on the central bridge-console and consist of a rotary switch, a
pair of pushbuttons, etc. The operating element for the activation function can also be spatially separate from the operating elements for
the deactivation function (e.g. pushbuttons for take-over of manual speed control beside each lever). The deactivation function can also be
performed by means of the lever itself (automatic deactivation of the SPEEDPILOT when the lever is operated) if an automatic switch-off
facility of this kind is integrated within the lever.
The designation used to label the operating elements can likewise differ from one ship to another. In these Operating Instructions, the switch
is designated as SPEEDPILOT Activation switch in all cases.
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When the operational mode then appears in the operational mode field and no message with a different
text appears in the alarm list or in a Dialog box, the SPEEDPILOT is in the activated state, in other words,
the levers are now being controlled by the SPEEDPILOT, and not manually. In Set Lever mode, the lever
setting, in Set Speed mode the speed at which the ship was sailing at the instant of activation is taken
over.
If the necessary preparations have been made, then a different operational mode can also be selected:
Switch-Over of the Operational Mode

Switching over is performed in the SPEEDPILOT Dialog by
clicking on the existing operational mode and then on the
desired operational mode. SET LEVER MODE
SET RPM MODE
If a switch-over to Profile mode is to take place, a System 1b.DO SET SPEED MODE
Track must be defined which contains Profile Speed data. PROFILE MODE
ARRIVAL MODE
If a switch-over to Arrival mode is to take place, a System SPEEDPILOT SET SPEED
Track must be defined which contains Planned Speed data.
1a.DO
Furthermore, the voyage plan must be in the activated state on
the CHARTPILOT - see the Operating Instructions of the
CHARTPILOT.
SPEEDPILOT PROFILE
Sailing in Set Lever Mode
In the SPEEDPILOT Dialog, the following data are relevant:
SET LEVER The currently valid lever value which is set
by the SPEEDPILOT and with which the
engine is currently being driven. It can be changed at any time.
ACT The speed measured by the selected speed sensor (value averaged by the SPEED
PILOT).
MAX The maximum speed that is possible on the basis of the engines that are currently
switched on. 1)
ENGINES The number of propulsion engines that are currently switched on.1)
Changing the set lever: Click on the SET LEVER value and DO
enter a new value.
SET LEVER 8.67
1 2 3
Sailing in Set RPM Mode 4 5 6

SET RPM The currently valid RPM value which is set by the SPEEDPILOT.
It can be changed at any time.
PILOT).
switched on.1)
1) Future option
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Changing the set RPM: Click on the SET RPM value and enter DO
a new value.
SET RPM 50
☞ As in present installations no direct RPM-Control interface

is available, the RPM setting is controlled via the lever output
1 2 3
signal to the ECR. This may result in slight differences between
4 5 6
the commanded and achieved RPM value.
Sailing in Set Speed Mode

SET The currently valid set speed; this can be changed at any time.
PILOT).
switched on.1)
SET LEVER The lever value with which the engine is currently being driven.
Changing the set speed: Click on the SET value and enter a DO
new value.
SPEEDPILOT SET SPEED
When the ship shall move astern, the SPEEDPILOT must be SPEED SET 21.0 kn
switched off. It is not possible to set a negative set speed.
1 2 3
4 5 6
Sailing in Profile Mode

In addition to the data mentioned under S a i l i n g i n S e t S p e e d M o d e , the following data displayed in the
SPEEDPILOT Dialog are relevant:
PROFILE SPEED The Profile Speed value entered in the System Track for the existing leg.
NEXT The Profile Speed value entered in the System Track for the next leg.
As long as Profile mode is switched on, the set speed value used by the SPEEDPILOT is the value being
displayed as the PROFILE SPEED; the values of PROFILE SPEED and (SPEED) SET are equal.
If two consecutive legs have different Profile Speed values assigned to them, the set speed changes at
the wheel over point of the waypoint which separates the legs from each other 1).
If the ship is to sail at a speed lower than the pre-planned Profile Speed, this can be done by entering
a speed limit in the SPEEDPILOT SETTINGS Dialog - see page 308.
Sailing in Arrival mode

In addition to the data mentioned under S a i l i n g i n S e t S p e e d M o d e , the following data displayed in the
SPEEDPILOT Dialog are relevant:
PLANNED SPEED The Planned Speed of the System Track for the existing leg.
NEXT The Planned Speed of the System Track for the next leg.
The PLANNED SPEED data are possibly changed by CHARTPILOT if the timeschedule has to be
adapted
1) If the TRACKPILOT is not activated speeds are changed when passing the waypoint.
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As long as Arrival mode is switched on, the set speed value used by the SPEEDPILOT is the Arrival
Speed computed by the CHARTPILOT. In the SPEEDPILOT Dialog, this speed is displayed in the SET
field and the PLANNED + NEXT field.
☞ For a brief description of the Arrival Speed, see page 306. The algorithm with which the Arrival
Speed is computed is described in detail under "Voyage Preparation" in the CHARTPILOT Operating
Instructions.
The result of the computation is that the Arrival Speed values are selected such that, if the ship is
currently ahead of schedule, the (economically unfavourable) peak speeds of the entire track section that
is still to be sailed are reduced, but such that, if the ship is currently behind schedule, catching up is done
within a reasonable period if possible.
If two consecutive legs have different Arrival Speed values assigned to them, the set speed changes at
the wheel over point of the waypoint which separates the legs from each other.1)
If the speed is to be subjected to a general upper limit throughout the entire voyage, or a least during
part of it, this speed limit value can be entered on the CHARTPILOT. This speed limit is taken into
account in the continuous computation of the Arrival Speed.
If the speed is to be subjected to an upper limit for a limited section of the route, this can be done by
entering a speed limit in the SPEEDPILOT SETTINGS Dialog - see page 308. (Limitation of the speed
for the entire voyage or for the remaining part of it can be satisfactorily achieved on the CHARTPILOT
by changing the activated voyage-planning - see the Operating Instructions of the CHARTPILOT.)
Adaptation of the Speed Control accuracy

The SPEEDPILOT control algorithms are based on a "Lever to Speed" model stored in the SPEEDPILOT
software in forme of tables. During active speed control the SPEEDPILOT adapts these tables according
to the environmental conditions and the varying propulsion settings. After activation of the SPEEDPILOT
it may takes some minutes until the speed control accuracy is within the sensitivity limit given by the oper-
ator in the SPEEDPILOT SETTINGS menu.
Deactivating the SPEEDPILOT

The SPEEDPILOT can be deactivated at any time, regardless of its existing operational mode. Deacti-
vating is always done by operation of external operating elements.
If the levers are not moved automatically, then before deactivating SPEEDPILOT they must be set manu-
ally to the desired value or to the value with which the SPEEDPILOT is currently driving the engine. This
value is displayed as SET LEVER in the SPEEDPILOT Dialog.
If the SP DEACTIVATED alarm appears after deactivating has been operated and if no external alarm is
sounded, (or NO SPEEDPILOT system fault is indicated) then the SPEEDPILOT is in the switched-off
state, i.e. the engine must now be controlled manually by lever operation. In the SPEEDPILOT Dialog,
OFF is displayed in the operational mode field.
Note:
For alarma and warnings possibly issued during activation, deactivation and during activated control by
SPEEDPILOT see also the next chapter and chapter 44.
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MULTIPILOT 40 Useful Information about the SPEEDPILOT
Operating Instructions 40.1 Switch-over processes and Malfunctions
40 Useful Information about the SPEEDPILOT

◆ Switch-over processes
◆ Malfunctions
◆ Resetting and restarting the SPEEDPILOT
40.1 Switch-over processes and Malfunctions
Switch-Over Process in the Case of Systems with External Activation of the SPEEDPILOT
When the SPEEDPILOT Activation switch is put into the ON state, the SPEEDPILOT checks whether it
can take over the task of controlling the speed. If the result is positive, the SPEEDPILOT closes a relay
contact, which causes a switch-over unit external to the NACOS to disconnect the engine remote control
system from the manual lever output and to connect it to the output signal of the SPEEDPILOT.
When the SPEEDPILOT Activation switch is put into the OFF state, the SPEEDPILOT opens the above-
mentioned relay contact, and the switch-over unit external to the NACOS disconnects the engine remote
control system from the output of the SPEEDPILOT and connects it to a different control unit.
Switch-Over Process in the Case of Systems with Internal Activation of the SPEEDPILOT
If the engine remote control system is ready to take over the output signals of the SPEEDPILOT for the
purpose of controlling the engines, it signals this fact to the SPEEDPILOT. If one of the SPEEDPILOT
operational modes is then selected in the SPEEDPILOT Dialog, the SPEEDPILOT checks whether it can
take over the task of controlling the speed. If the result is positive, the SPEEDPILOT closes a relay
contact, which causes a switch-over unit external to the NACOS to disconnect the engine remote control
system from the manual lever output and to connect it to the output signal of the SPEEDPILOT.
If the engine remote control system is switched to a different control unit, this fact is signalled to the
SPEEDPILOT. The SPEEDPILOT then opens the above-mentioned relay contact, and the switch-over
unit external to the NACOS disconnects the engine remote control system from the output of the SPEED-
PILOT and connects it to the other control unit.
If the SPEEDPILOT fails to become Activated

If the status display in the SPEEDPILOT Dialog remains at OFF during the attempt to activate the
SPEEDPILOT, this means that the SPEEDPILOT has not become activated, and the engine can continue
to be controlled by means of the lever. The causes of this can be as follows:
- There is no propulsion engine connected to the propeller shaft. In this case, the SP NO ENGINE(S)
alarm appears. 1)
- The connection to the SPEEDPILOT activation switch is broken, or the signals from the SPEED-
PILOT activation switch are incomplete or inconsistent. In this case, the SP ACTIVATION FAILED
alarm appears.
1) Future Option
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40 Useful Information about the SPEEDPILOT MULTIPILOT
40.2 Resetting and Restarting the SPEEDPILOT Operating Instructions
If the SP DEACTIVATION FAULT alarm occurs after an attempt has been made to deactivate the
SPEEDPILOT, it might be that deactivation of the SPEEDPILOT has not occurred and that the engine
continues to be controlled by the SPEEDPILOT.
WARNING:
If the alarm SP DEACTIVATION FAULT occurs after the deactivation
attempt, the lever must be checked immediately (by being operated) to
see whether deactivation of the SPEEDPILOT has occurred. If the engine
does not react to the lever movement, it is necessary to immediately
switch over to some other control unit or to the engine's back-up control
facility, and a check must be performed to see whether the engine
control function is actually working.
Action:
- Analyse the problem with the aid of the listed system-faults - see page 378
- or -
- Restart the SPEEDPILOT.
- Look for faults in the engine remote control system and in the interfacing to SPEEDPILOT.
40.2 Resetting and Restarting the SPEEDPILOT
If it is suspected that the SPEEDPILOT is malfunctioning, e.g. in the case of repeated occurrence of the
SPEEDPILOT FAILURE alarm or of SYSTEM FAULT alarms with a fault code beginning with 08, or if
the SP DEACTIVATED alarm occurs for no apparent reason, restarting of the SPEEDPILOT program
might correct the fault situation.
First of all, the SPEEDPILOT must be disconnected from the engine control system. The SPEEDPILOT
program is then restarted by operation of the RESTART SP button.
☞ If this does not solve the problem, restarting the SPEEDPILOT by hardware (power down / power
up) may help. The SPEEDPILOT is restarted by restarting the TRACKPILOT electronics unit, see
page 302.
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MULTIPILOT
Voyage Data Recorder (VDR)
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MULTIPILOT
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MULTIPILOT 41 Voyage Data Recorder VDR DEBEG 4300
41 Voyage Data Recorder VDR DEBEG 4300

◆ Operating actions of the VDR that can be performed at the
radar indicator
The voyage data recorder continuously records important nautical, technical and safety-related informa-
tion. Because it does this completely automatically, no operating actions are normally needed.
☞ Details on the function and operating of the VDR are given in the Operating Instructions of the VDR.
In two special cases, operating is possible at the radar indicator. This is done in the VDR menu: Open
the VDR menu by clicking on the MENU button and then the VDR button.
Incident Backup
In the VDR, the data recording is performed on several storage media in parallel:
- In the Final Recording Medium, certain data are stored for 12 hours.
- On the removable hard disk, all data are stored for 24 hours.
- On the hard disk drive of the Data Concentrator, all data are stored for 12 hours.
These data are overwritten continuously, so that only the data recorded last are available for evaluation
in each case.
With the function “Incident Backup”, a copy of the data stored on the hard disk drive for the last 12 hours
can be saved there permanently. For evaluation of the backup data, see the Operating Instructions of
the VDR.
Initiating an incident backup: Press the INCIDENT BACKUP DO
button and give the appropriate answer to the safeguard question INCIDENT BACKUP ...
which then appears.
After a short while, the alarm VDR BACKUP IS RUNNING indicates that the backup is being made. The
backup will take less than 5 minutes under normal conditions. During this time, the INCIDENT BACKUP
button is insensitive to operation. Both actions also occur when the backup is initiated by the corre-
sponding key of the Data Concentrator; see the Operating Instructions of the VDR.
The data saved through the incident backup are only overwritten when another backup is performed.
Restart of the VDR

Through the restart, the processor of the VDR is reinitialized. A restart should only be performed if the
alarm VDR INTEGRITY CHECK FAILED has appeared.
Performing a restart: Press the RESTART button and give the
DO
appropriate answer to the safeguard question which then appears. RESTART ...
☞ If the data recording process is still active despite the error
which has occurred, it is briefly interrupted by a restart. An
incident backup which is running at that moment will be
aborted by a restart.
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41 Voyage Data Recorder VDR DEBEG 4300 MULTIPILOT
NAVTEX
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MULTIPILOT 42 Navigational Information from Telex (NAVTEX)
Operating Instructions 42.1 NAVTEX Summarised Briefly
42 Navigational Information from Telex (NAVTEX)

◆ The most important characteristics of the NAVTEX system
◆ Displaying and managing received NAVTEX messages
42.1 NAVTEX Summarised Briefly
The NAVTEX receiver is a Narrow Band Direct Printing (NBDP) device operating on the frequency 518
kHz (some equipment can also operate on 490 and 4209.5 kHz), and is a vital part of the Global Maritime
Distress and Safety System (GMDSS).
It automatically receives Maritime Safety Information such as Radio Navigational Warnings, Storm/Gale
Warnings, Meteorological Forecasts, Piracy Warnings, Distress Alerts, etc. (full details of the system can
be found in IMO Publication IMO-951E - The NAVTEX Manual). Each message begins with a start of
message function (ZCZC) followed by a space then four B characters. The first, (B1), identifies the station
being received, the second, (B2), identifies the subject i.e. Navigational Warning, Met Forecasts, etc., and
the third and fourth, (B3 + B4), form the consecutive number of the message from that station. This is
followed by the text of the message and ends with an end of message function (NNNN).The NAVTEX
system broadcasts COASTAL WARNINGS that cover the area from the Fairway Buoy out to about 250
nautical miles from the transmitter; the transmissions from some transmitters can be received out to 400
nautical miles and even further in unusual propagational conditions.
42.2 NAVTEX on Radar
Modern NAVTEX receivers include an INS port 1) which is programmed to transfer the received message
and its alarm messages to any external system. The Radar Series 1100 can be connected to the
NAVTEX INS port whereby these text messages and alarms can be made available on the radar system
and any connected CHARTPILOT.
For identification of the received messages the above mentioned B-characters are combined to a
message identifier (ID) shown in the list of NAVTEX messages in the multidisplay.
To open this list, select MENU, NAVTEX (See menu on next page).
☞ The NAVTEX window is opened automatically when the NEW MESSAGE warning is acknowledged.
On the Chartpilot you can take over one or more geographical position data, which are thereafter shown
as points, lines or areas in the chart.
☞ These geographical NAVTEX objects are only available on the CHARTPILOT which was used to
create them. That means, that the objects are not distributed between the CHARTPILOTs or to radar indi-
cators.
1) Technically, the INS port is a serial interface according to IEC 61162.
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42 Navigational Information from Telex (NAVTEX) MULTIPILOT
42.3 Displaying received NAVTEX messages Operating Instructions
42.3 Displaying received NAVTEX messages
New NAVTEX Message

When the NAVTEX electronics unit receives a new 1.DO
MENU
message, the Alarm NAVTEX NEW MESSAGE appears
only if the button NAVTEX is activated (green). To acti- 2.DO NAVTEX
vate this alarm function, click on the buttons MENU,
NAVTEX
NAVTEX and NAVTEX.
MESSAGES
Even when the NAVTEX alarms are switched off,
incoming messages are stored in the radar and can be 3.DO READ... NEWEST...
called up. 1)
Displaying Incoming MESSAGES

Scroll bar
Up to 200 messages that have arrived during the last 60
NAVTEX MESSAGES
hours can be displayed at any time:
ID NEW DATE
1. Click on the buttons MENU, NAVTEX and READ,
LE85 * 09:50 14.04.08
one after the other. 4.DO GA20 * 09:48 14.04.08
In the NAVTEX MESSAGES list which then opens up
in the Multidisplay, all messages that have arrived
last are listed:
ID: Number of the message from which the
5.DO SHOW PRINT CLOSE
message came.
NEW: Messages that have not yet been read
are provided with an asterisk *.1)
DATE: The time and date of reception.
NAVTEX MESSAGES
2. With Print all messages can be printed out on the
printer connected to one of the CHARTPILOTS. ID GA20
3. Mark the desired message by clicking. WZ 992

RIGMOVE. NORTH SEA. CAPTAIN FIELD.
4. With SHOW, the NAVTEX MESSAGE Dialog is STENA
opened, and the marked message is displayed: SPEY AT 58-18.1N 001-42.4W.
CANCEL THIS MESSAGE 150638 UTC AUG
06.
Below the identification data of the station, the
received text message is listed in the frame. 1.DO NNNN
STORED (CER=00%)
With CLOSE, the Dialog is closed.
LIST PRINT CLOSE
With LIST, the NAVTEX MESSAGES list is called up
again.
5. With PRINT the contents of a message can be
printed out on the printer connected to one of the If there is a printer connected (via
a connected CHARTPILOT), the
CHARTPILOTS. shown message in the window can
☞ For details about the NAVTEX alarms refer to chapter be printed out.
Alarms
1) In case the NAVTEX Alarms are switched off, new incoming messages are stored, but no longer marked as NEW. If messages are to be
unmarked, (the asterisk * is to be deleted), switch off the NAVTEX Alarms button; this will also cancel the NEW MESSAGE alarm and
remove it from the alarm list.
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MULTIPILOT
Alarms
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MULTIPILOT
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MULTIPILOT 43 Alarm Management
43 Alarm Management

◆ Display of alarms, warnings and indications
◆ Switching the acoustic signal off and acknowledgement of
alarms
◆ Setting the sounding of the acoustic signal
◆ Switching the alarm list on/off
◆ System fault list
◆ Monitoring of the Computer
◆ Triggering the watch alarm system
If the radar wants to draw the operator's attention to a situation which might require his intervention, it
generates an alarm, warning or indication. This alarm, warning or indication is displayed in the alarm
list which opens automatically in the Multidisplay. As soon as a new entry in the list occurs, the horn
symbol becomes coloured and the lamp above the ACK ALARM key lights up. The newest entry will be
at the top of the alarm list, the oldest will be at the end of this list. Most of the alarms and many warnings
are supplemented by an acoustic signal, see Section 44. For warnings, the acoustic signal can be
switched off.
Scroll bar
ALARM LIST
Symbol red, flashing: Alarm not acknowledged GYRO FAULT
Symbol red, not flashing: Alarm acknowledged SPEED TIMEOUT
Symbol yellow, flashing: Warning not acknowledged AIS NO VALID HEADING
Symbol yellow, not flashing: Warning, acknowledged LOST TARGET (1)
SYSTEM FAULT
No symbol: Indication PLANNING SYSTEM OFFLINE
ACK CLOSE
If the list contains more entries than can be simultaneously displayed, it can be scrolled by clicking below or above the scroll bar.
Alternatively, click on the scroll bar and scroll with the trackball.
Priority levels of the alarm system:
An alarm is an audible and visible signal that indicates a condition requiring immediate
Alarm attention and action by the operator to maintain the safe navigation of the ship.
A warning is announced visually with optional audible signal for precautionary reasons to
Warning make the operator aware of changed conditions which are not immediately hazardous, but
may become so if no action is taken.
An indication is a message in the alarm list which informs about a condition out of the ordi-
Indication nary consideration of the situation or of given information.
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43 Alarm Management MULTIPILOT
Behaviour when an Alarm, Warning or Indication occurs

1. Switch off the acoustic signal (if there is one) as follows:
In the alarm list, click on the ACK (= acknowledge) button
or on the coloured horn symbol or press the ACK ALARM
key 1). As a result, the acoustic signal is switched off on the DO or DO or
radar indicator that is being operated. ACK

ACK ALARM
2. Immediately obtain information about the causes of the
alarm or warning, about the system state and about
possible system reactions, and - if necessary - immedi-
ately perform all necessary actions for the avoidance
of possible danger.
3. Removing the cause of the alarm or warning: If an alarm has occurred due to a cause that can
be removed, that cause must be removed as quickly as possible; see also Section 44.
Warnings and indications disappear when the cause disappears. Acknowledgement is then unnec-
essary. Alarms must be acknowledged in any case.
4. The alarms and many warnings must be acknowledged
if the situation allows or requires such acknowledge- DO
ACK
ment: or
LOST TARGET (1)
MORE
In the alarm list, make sure the appropriate entry is high- VDR OFFLINE
lighted and
- press the ACK button or
- click on the coloured horn signal or ACK
- press the ACK ALARM key or VDR OFFLINE
- press the MORE button.
As a result, the entry which is marked in colour is usually

acknowledged. If the reason for the alarm or warning stays present, the entry remains in the list,
otherwise it is removed.
Alarms or warnings which have also been distributed to other items of equipment within the system
are acknowledged there too. If some other entry is marked, the alarm or warning which is to be
acknowledged must be marked beforehand by clicking 2).
If alarms or warnings are also distributed to other items of equipment within the system, or if the
system deviates from the behaviour described above, e.g.
- if the alarm cannot be acknowledged at all or throughout the entire system, or
- if acknowledgement causes something to be initiated or enabled, or
- if an acknowledged alarm is repeated for as long as the cause of the alarm continues to exist,
this situation is mentioned in Section 44. In all cases, this second pressing of the ACK button,
of the coloured horn symbol or of the ACK ALARM key switches off the acoustic alarm on all
devices that have been activated by the alarm.
Exclusive Acknowlegement by the TRACKPILOT Master

When the ship is being steered by the TRACKPILOT, some general alarms can finally be acknowledged
by the radar indicator which is selected as the TRACKPILOT Master. This limitation is noted for all
connected alarms in chapter 44.
1)
On the radar keyboard or on the TRACKPILOT keyboard. Both keys have the same function.
2) If the display of the alarm list has been switched off although an alarm or warning has not been acknowledged, that entry is automatically
marked as soon as the alarm list is opened again. After having opened the alarm list it may be necessary to mark the most recent entry
by clicking before acknowledgement
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MULTIPILOT 43 Alarm Management
Generally Switching On and Off the Acoustic Signal for Particular Warnings
For the warnings marked with the symbol in Section 44, it
is possible to specify whether or not there should be an 2.DO MENU
ALARMS
acoustic signal when they occur. This setting applies jointly to
all warnings marked in this way. 3.DO
BUZZER
The switch-over is triggered by clicking on the BUZZER button
in the ALARMS menu. 1)
☞ When the buzzer is in switched off state for warnings, the
horn symbol has a cross superimposed on it.
Caution
Switching off the alarm sound is not advisable when a radar indicator is used for any activated monitoring
function (ARPA-, AIS-Targets or track monitoring) and the operator is not continuously observing the
display of the indicator.
Switching O ff the Display of the Alarm List

When the last remaining entry shown in the list is removed, the display of the alarm list is switched off
automatically. The horn symbol appears on a grey background and the lamp above the ACK ALARM
key is not alight, indicating that there are no entries in the alarm list.
The display of the alarm list can be switched off even when there are one or more entries. This is done
by clicking on the HIDE button in the alarm list. The horn symbol meanwhile continues to be coloured
and the lamp above the ACK ALARM key continues to be alight. This indicates that there is at least one
entry in the list.
☞ Even if the display of the alarm list has been switched off with the HIDE button, the alarm list opens
automatically as soon as another alarm, warning or indication occurs.
Switching O n the Display of the Alarm List

If there is an entry in the alarm list, the display of the alarm list can be switched on at any time clicking
on the horn symbol or by pressing the ACK ALARM key.
Listing the Currently Existing System Faults

System faults that have occurred during run-time of the system generate the warning SYSTEM FAULT
and can be listed as follows:
Click on the buttons MENU, UTILITIES and SYSTEM FAULT
LIST one after the other to open the SYSTEM FAULT LIST. 2.DO MENU
UTILITIES
All system faults that exist at the time are listed. New faults are
3.DO
added to the list automatically. System Faults which do not exist SYSTEM FAULT LIST...
any more are deleted from the list.
To get more information regarding the error it is possible to set
the cursor on the error. In this case the system opens a "balloon-
window" with additional information like:
1) The BUZZER button available in the menu ALARMS > SETTINGS (see page 152) has the same function.
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43 Alarm Management MULTIPILOT
Error: Brief description of the fault reason

Device, Subdev: Unit/assembly in which the fault Number of system faults
occurred Scroll bar
Info: Brief description for the reason of the fault
Info SYSTEM FAULT LIST
FAULT INFO ( 04 )
Error code
☞ Acknowledgement of the warning SYSTEM FAULT 02175 checkword error
automatically opens the SYSTEM FAULT LIST. 02281 no trigger
03014 fast gyro timeout
03014 NAV-BUS fast gyro timeout
Balloon-Text
Monitoring of the Computer

If the computer of the display electronics unit fails completely and to avoid a Radar picture freeze, the
PPI/chart area is covered by a red square. If this display continues to exist even after the radar system
has been switched off and then switched on again 1), there is a fault which can be corrected by service
personnel only.
☞ If the status has been caused by a faulty hard disk drive, the MULTIPILOT can be operated as a
RADARPILOT 2) until the fault has been corrected by service personnel. The re-arrangement that is
necessary for this is described on page 388.
Prevention of Triggering of the Watch Alarm

If the installation has been performed appropriately including a connection to the watch alarm system,
any operating action performed on one of the radar indicators and on the CONNINGPILOT will have the
same effect as the operating of a watch alarm key. This means, that the DEAD MAN ALARM - timer will
be affected when actions on the radar indicator and/or on the CONNINGPILOT are taken.
1) Switching the display electronics unit off and on can be done by operating the power switch of the display electronics unit. This switch is
situated beside the plug-in connection of the mains cable input on the display electronics unit. The alternative is to switch the entire radar
system off and on as per Section 2.1. After switching off, wait for a minimum of 30 seconds before switching on again.
2)
or, if the system configuration is appropriate, as a CHARTRADAR. The read-only memories of the MULTIPILOT additionally contain the
program that is necessary for this so that, if the hard disk drive fails, the radar function will continue to be assured.
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MULTIPILOT 44 List of Alarms
44 List of Alarms

◆ The meaning of the individual alarms, warnings and indications
◆ Special features in the case of acknowledgement
◆ Possible remedies
☞ This list covers all of the alarms, warnings and indications that
can occur on the radar indicator to provide information for the operator.
The sounding of an acoustic signal is defined by the following symbols:
The acoustic signal is sounded regardless of how the BUZZER function is set in the ALARMS
menu; see page 327.
The acoustic signal is sounded only if the BUZZER function is switched on in the ALARMS
menu.
Whether an acoustic signal is sounded depends on the factors described.
If no symbol is stated, the warning or indication appears without an acoustic signal.
ACQUISITION ZONE OVERFLOW

A target has been acquired automatically in the guard zone. It cannot be tracked, because the
maximum number of targets 1) are already being tracked.
Remedy: Check the acquisition/guard zone; delete targets.
ANCHOR DRAGGING
The ship has moved farther away from the anchor position than is permitted by the length of the
anchor chain.
Special feature: This alarm indication cannot be acknowledged. It disappears when the cause of
the indication has ceased to exist or the watch alarm function is switched off.
ANCHOR WATCH SPEED LIMIT

The ship is riding at anchor and the speed over ground (longitudinal or transverse) that was entered
as the alarm limit value is exceeded for at least 10 seconds.
Special feature: This alarm indication cannot be acknowledged. It disappears when the cause of
the alarm has ceased to exist or the watch alarm function is switched off.
1) ARPA targets and AIS targets together
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44 List of Alarms MULTIPILOT
APPROACHING WAYPOINT
The next wheel-over point will be reached soon. The time which, on occurrence of the alarm,
remains up to the wheel-over point, is entered in the WPT APPROACH field in the TRACK / DEPTH
ALARMS Dialog.
Special feature: The warning is generated by all those units of the system for which such generation
is not switched off in the above-mentioned Dialog. On each of these units, an acknowledgement is
necessary.
If the TRACKPILOT is being operated in Track mode, it performs the same check and, if necessary,
reports the warning TP WPT APPROACHING. In order to avoid a double report, the output of the
alarm APPROACHING WAYPOINT is suppressed in this case.
BRIDGE ALARM SYSTEM

The bridge alarm system has sent a warning message to the radar.
Special features: The message is distributed over the entire system. 1)
The text describing the reason of the warning sent from the bridge alarm system can be displayed
by clicking on the text in the alarm list with the MORE key.
By acknowledgement of the warning on the radar, the bridge alarm system too is acknowledged.
At service level, it is possible to define which of the alert causes reported by the bridge alarm system
also trigger an acoustic signal on the radar, and it is possible to define that this warning can gener-
ally be suppressed by the operator; see page 152.
CHART DATABASE CHANGED

Because there is no ARCS chart available for the area displayed, the chart type was changed auto-
matically from ARCS to ENC.
CHART MONITORING OFFLINE 2)

The ship is sailing in Track mode and the chart monitoring function is not available.
Special features: This alarm always occurs together with the alarm TP TRACK MODE FAULT, if
the ship has been steered in TRACK MODE before.
CHART: [chart type] [name of the warning] (e.g. CHART: ARCS LICENCE 09)
There is a chart warning.
☞ Information about this warning can be displayed by clicking on the alarm with the MORE key.
Special feature: It can happen that the alarm cannot be acknowledged. In such cases, the alarm
disappears when the chart for which this message appeared is no longer being displayed.
1) The announcement of this warning can be switched off in the ALARM SETTINGS menu.
2) depending on system configuration on service level; required for ships with DNV NAUT-AW approval.
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COG OF RED. POSITION DIFFER

The difference between the heading of the gyro and the COG of the redundant position sensor
exceeds the specified alarm limit 1).
Special features: This warning can occur simultaneously on more than one of the system's items
of equipment.
After pressing of the ACK button, the SENSOR MONITOR Dialog appears. There, the monitored
sensors and the comparison sensor for which a monitoring alarm occurs appear in red.
Remedy: Increase the alarm limit, or switch off this monitoring function.
COG OF RED. POSITION LOST

The redundant position sensor is used for the monitoring of the gyro, but no valid COG is received
from it. The set monitoring no longer takes place while the cause of the alarm still exists.
of equipment.
Remedy: Switch off DGPS ONLY, or switch off this monitoring function.
Remark: Usability of DGPS ONLY button can be restricted in the SERVICE menu
COG OF SEL. POSITION DIFFER

The difference between the heading of the gyro and the COG of the selected position sensor
exceeds the specified alarm limit. 1)
of equipment.
Remedy: Increase the alarm limit, or select a different position sensor, or switch off this monitoring
function.
COG OF SEL. POSITION LOST

The selected position sensor is used for the monitoring of the gyro, but no valid COG is received
of equipment.
Remedy: Switch off DGPS ONLY, select a different position sensor, or switch off this monitoring
function.
Remark: Usability of DGPS ONLY button can be restricted in the SERVICE menu
1) Also taking account of the effect of drift at low speed and of the effects of the existing ROT - see page 106.
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CONNING SYSTEM OFFLINE 1)

The ship is sailing in Track mode and the CHARTPILOT at the conning workstation is not available.
Special features: This warning always occurs together with the alarm TP TRACK MODE FAULT,
if the ship has been steered in TRACK MODE before.
COURSE LIMIT EXCEEDED

The actual course is deviating from the set course defined by the System Track by more than the
amount displayed in the COURSE field behind LIMITS in the TRACK / DEPTH ALARMS Dialog.
Special feature: The alarm is generated by all those units of the system for which such generation
is switched on in the above-mentioned Dialog. On each of these units, an acknowledgement is
necessary.
reports the alarm TP COURSE LIMIT on the TRACKPILOT Master. In order to avoid a double report,
the output of the alarm COURSE LIMIT EXCEEDED is suppressed in this case.
Remedy: Increase the course limit (if the nautical situation allows this) or deactivate the track alarms
on the TRACKPILOT Master.
DANGEROUS TARGET (n) (n= number of dangerous targets which are triggering the alarm)
The target situated at the displayed range and bearing has become a dangerous target, because the
CPA and TCPA values have become smaller than the limits that were set for them.
Special feature: For this alarm it is possible to switch off the acoustic signal, but it must be acknowl-
edged in any case before it is deleted from the alarm list.
DANGEROUS TGT ACQ FAILED

For an AIS target not being tracked, the TCPA/CPA values have fallen below the specified limits. It
was impossible to acquire the target because the maximum possible number of targets are already
being tracked.
Remedy: Delete non-critical tracked AIS targets.
DEAD MAN PRE ALARM

The watch alarm system will trigger the watch alarm after a short time if, within that time, the DEAD
MAN PRE ALARM is not acknowledged and no watch alarm key is pressed.
Special feature: Acknowledgement with any key on any radar indicator and on the CONNINGPILOT
and with the Acknowledge button in the alarm list on the CHARTPILOT. Following the acknowl-
edgement, the the external dead man alarm of the watch alarm system will be retriggered (i.e.
resetted).
DEPTH LIMIT EXCEEDED

The water depth below the transducer measured by the navigation echosounder is less than the
ECHOSOUNDER DEPTH LIMIT displayed in the TRACK / DEPTH ALARMS Dialog.
necessary.
1) depending on system configuration on service level; required for ships with DNV NAUT-AW approval.
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EI TP/SP-INTERFACE OFFLINE
The Engine Interface program (see below) has no contact with the TRACKPILOT Interface processor
of the TRACKPILOT interface unit. The TRACKPILOT as well as the SPEEDPILOT can no longer
perform their tasks, as their communication with the interface is not available.
WARNING: When this alarm appears, the rudder and the engine control
must immediately be switched over to manual operation and a check
must be performed to make certain that the manual control function is
working properly correctly.
Remedy:
- Check the power supply and the operational status of the TRACKPILOT interface electronics.
- Restart the TRACKPILOT (see page 302).
ENGINE INTERFACE FAILURE

The Engine Interface is not ready for operation.
☞ The Engine Interface is a program which runs in the TRACKPILOT electronics unit and proc-
esses the received engine data for the system (especially for the conning displays and for the
SPEEDPILOT).
Special feature: This alarm can occur simultaneously on more than one radar indicator. It must be
acknowledged separately on each indicator.
Remedy: Restart the TRACKPILOT (see page 302).
EXITING ANCHOR WATCH AREA

The ship is touching the boundary of the anchor watch area.
Special feature: This alarm cannot be acknowledged. It disappears when the ship is completly
inside the ANCHOR WATCH area again or when the watch alarm function is switched off.
GYRO FAULT
The compass system is switched off, or has failed, or is reporting incorrect data.
- or -
The gyro interface connected to the radar system has failed. Acknowledgement is possible on any
indicator.
Special feature: The alarm is distributed over the entire system.
If the GYRO FAULT alarm occurs, it is no longer possible to switch to Chart mode. If the indicator
is in Chart mode, it is automatically switched over to the Radar mode and the Head-Up display
mode. All display objects and operating possibilities for which the heading information is required are
no longer shown or are inactive. If the cause of the alarm is not corrected within 30 seconds, the
tracked targets are deleted.
Remedy: Check the compass system, the signal transmission and the gyro interface.
GYRO VALID
The compass is again sending valid data.
Special feature: The alarm is distributed over the entire system.
When the TRACKPILOT is active, this alarm can be acknowledged finally only on the TRACKPILOT
Master. See also TP GYRO FAULT acknowledgement on page 348.
If a compass is installed which sends heading changes only, the heading transfer must be synchro-
nised again. For this purpose, as a result of final acknowledgement of the alarm, the virtual keyboard
appears automatically, showing the heading that was sent last; for further procedure, see page 98.
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INTERSWITCH OFFLINE
The computer of the display electronics has no contact with the Processor Controlled
Interswitch (PCI).
- or -
The Interswitch is reporting a malfunction.
Each indicator of the radar system should now be connected to its default transceiver.
Remedy: Check the PCI electronics unit (GE3041).
LATITUDE EXCEEDED
The 85th parallel of latitude has been exceeded. The radar is no longer processing position data.
Any functions which require position data, e.g. Track mode, may no longer be used here.
Special feature: The indication is distributed over the entire system.
LOG STATUS CHANGED 1)

The log selected as the speed sensor has changed its status, e.g. from Bottom Track to Water
Track. It is sending valid data.
WARNING:
If the TRACKPILOT is steering the ship in Course mode or Track mode,
a course change can occur if the drift component has changed as a
result of the switch-over.
Special feature: The alarm is distributed over the entire system. Acknowledgement is possible on
any indicator.
Remedy: Check what change of status is involved; if necessary, select some other speed sensor or
change to Heading mode.
LOST TARGET (n) (n=target ID) 2)

The tracked target situated at the displayed range and bearing has got lost.
Special feature: For this warning it is possible to switch off the acoustic signal.
LOW POSITION QUALITY 3)

The selected position sensor has reported a greater position-deviation than is usual for this type of
sensor.
Special feature: The warning is distributed over the entire system.
Remedy: Check the position sensor; select some other position sensor.
1)
Can be switched on or off by menu ALARM SETTINGS
2) For AIS targets the LOST TARGET warning can be disabled in the ALARM SETTINGS menu.
3) This alarm can only appear if activated on service level; it is required for ships with DNV NAUT-AW approval.
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MAGNETIC HEADING DIFFER

The difference between the heading of the gyro and the heading of the magnetic compass exceeds
the specified alarm limit.
of equipment.
Remedy: Increase the alarm limit, or switch off this monitoring function.
MAGNETIC HEADING LOST

No valid heading signal is received from the magnetic compass that is specified as the comparison
sensor for the monitoring of the gyro. The set monitoring no longer takes place while the cause of
the warning still exists.
of equipment.
Remedy: Switch off this monitoring function.
MAGNETRON FAULT
The selected transceiver is reporting magnetron overcurrent.
Special feature: Acknowledgement is performed by switching the radar over to stand-by.
Remedy: Switch the transceiver over to stand-by, and then switch it back to radar operation. If the
warning occurs repeatedly, request service.
MAP FILE SYSTEM OVERFLOW

The file system provided for map data is full. An attempt to store a map has failed.
Remedy: Delete map data no longer used.
NO ANTENNA AZIMUTH
The azimuth angle information of the antenna is missing.
Remedy:
- If the antenna is not rotating: check the ship's mains and/or the antenna fuse or circuit-breaker.
- If the antenna is rotating: request service.
NO HEADMARKER
The antenna's headmarker signal is missing.
Remedy:
- If the antenna is not rotating: check the ship's mains and/or the antenna fuse or circuit-breaker.
- If the antenna is rotating: request service.
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NO RADAR VIDEO
The system is in a faulty condition, such that the radar video cannot be generated.
Remedy:
- Check the radar transceiver
- Check the antenna
- Request service.
NO TRIGGER
The radar transmission trigger is missing.
If this indication appears at all radar indicators of the system, it indicates a basic failure of the Inter-
switch (for further details on the Interswitch, see page 22.
Remedy:
- Check the radar transceiver.
- In the case of the Interswitch failure, see footnote 1).
OBJECT OF INTEREST NEARBY or ON TRACK

The chart monitoring performed by the MULTIPILOT has revealed that a vector chart object being
monitored, i.e. a potentially dangerous chart object, is situated a short distance ahead of own ship,
or is already being touched by own ship's contour, or is situated ahead of own ship on the currently
relevant part of the System Track.
Special features:
In the Chart Alarm List of the CHARTPILOT, the object class of the detected object is displayed,
together with any other information available for this in the chart and an entry providing information
about the monitored area with which the object was detected:
Inside or crossing: Detected via the currently existing position of own ship (own ship's contour)
On Track: Detected via the currently relevant part of the System Track
Ahead: Detected via the future position of own ship (guard sector)
OPERATING UNIT FAILURE

An active keyboard/trackball unit has failed.
Remedy: If installed, reactivate the master keyboard/trackball unit or try to activate another slave
keyboard/trackball unit. Otherwise switch the radar indicator off and on again.
OUT OF ANCHOR WATCH AREA

The ship has left the anchor watch area.
Special feature: Through the acknowledgement, the anchor watch function (i.e. the anchor watch
alarm) is switched off.
1)
The radar function can be restored on those radar indicators to which the radar transceivers/antennas are assigned by default in the system
configuration; this is done by briefly disconnecting the Interswitch from the ship’s mains. However, this does not reinstate the Interswitch
function. Repair by a SAM-authorized service station must be carried out as soon as possible. If separation from the ship’s mains is not
easily done, the circuit can be broken be removing and replacing the fuse located in the Interswitch.
DANGER: Dangerous voltage
The Interswitch must be opened only by a qualified, trained person.
☞ The Interswitch is an electronic assembly that is located (alone or together with another electronic assembly) in a wall-mounted elec-
tronics cabinet with a size of 45 x 45 cm. The type GE3041 is indicated on the nameplate of the electronics cabinet.
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PLANNING SYSTEM OFFLINE

None of the CHARTPILOTs is sending any data to the radar system. Therefore, the track manage-
ment via the CHARTPILOTs is no longer available. Only the MULTIPILOT selected as TRACKPILOT
Master may be used to define the System Track.
Remedy: Check the CHARTPILOTs.
POSITION INVALID
The selected position sensor is sending invalid position data. Another position sensor will have to be
selected by the operator. During the transition period, the system determines the position by dead
reckoning (i.e. is temporarily switched to Estimated Position).
Special features: The alarm is distributed over the entire system. Acknowledgement is possible on
any indicator.
Master.
After final acknowledgement, the system automatically recommends a substitute sensor and displays
its data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the position sensor which led to the POSITION INVALID
alarm is sending valid data again, the POSITION VALID warning appears.
POSITION STATUS CHANGED

The selected position sensor has performed an internal status-change (e.g. from DGPS to GPS) or
has changed the reception process (e.g. from DECCA to LORAN).
Special features: The warning is distributed over the entire system. Acknowledgement is possible
on any indicator.
The acoustic signal is not sounded if a change takes place from GPS to DGPS.
The monitoring of the position status can be switched on or off in the ALARM SETTINGS menu.
POSITION TIMEOUT
Data are no longer being received from the selected position sensor. Another position sensor will
have to be selected by the operator. During the transition period, the system determines the position
by dead reckoning.
any indicator.
Master.
After final acknowledgement, the system automatically recommends a substitute sensor and displays
its data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the position sensor which led to the POSITION TIMEOUT
alarm is sending valid data again, the POSITION VALID alarm appears.
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POSITION VALID
The position sensor which had given the POSITION INVALID or POSITION TIMEOUT alarm is
again sending valid data.
on any indicator.
Master.
After final acknowledgement, the system displays the data of the sensor which had given the POSI-
TION INVALID or POSITION TIMEOUT alarm. After checking the new sensor-data displayed in the
sensor selection menu, either confirm this sensor by clicking on the SELECT button or select
another sensor.
RED. POSN QUALITY REDUCED

The comparison sensor used for monitoring of the position data has been exchanged. The new
comparison sensor might have a worse position quality than the comparison sensor that was used
previously. If necessary, the alarm limit must be adapted in the SENSOR MONITORING menu.
of equipment.
REDUNDANT POSITION DIFFER

The difference between the positions of the selected position sensor and of the redundant position
sensor exceeds the specified alarm limit.
of equipment.
After pressing of the ACK button, the SENSOR MONITOR dialog appears. There, the monitored
Remedy: Select a different position sensor, or increase the alarm limit, or switch off this monitoring
function.
REDUNDANT POSITION LOST

No valid position is received from the redundant position sensor. The set monitoring no longer takes
place while the cause of the warning still exists.
of equipment.d
REDUNDANT SPEED DIFFER

The difference between the speeds of the selected speed sensor and of the redundant speed sensor
exceeds the specified alarm limit.
of equipment.
Remedy: Select a different speed sensor, or increase the alarm limit, or switch off this monitoring
function.
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REDUNDANT SPEED LOST

No valid speed is received from the redundant speed sensor. The set monitoring no longer takes
place while the cause of the warning still exists.
of equipment.d
ROT LIMIT EXCEEDED 1)

The rate of turn computed from the change in the received heading signal is greater than is possible
according to the ship dynamics parameterised in the system. From this, it can be concluded that the
compass or the transfer of the compass signal is defective or disturbed.
Special feature: The warning is distributed over the entire system.
Remedy: Check the compass system.
SAFETY CONTOUR NEARBY or ON TRACK

The chart monitoring performed by the MULTIPILOT has revealed that the safety contour or some
other area that is not deep enough is situated a short distance ahead of own ship, or is already being
touched by own ship's contour, or is situated ahead of own ship on the currently relevant part of the
System Track.
Special features:
In the Chart Alarm List, the object class of the detected object is displayed, together with any other
information available for this in the chart and an entry providing information about the monitored area
with which the object was detected:
SENSOR MASTER CHANGED

This radar has taken over the task of managing the navigation data because the radar which had
previously been performing that task has failed. It must be assumed that data of sensors which are
only connected to the failed indicator are now missing, whereby other alarms or warnings could be
issued additionally.
Special feature: This indication can not be acknowledged; it disappears after some seconds.
1) This alarm can only appear if activated on service level. It is required for systems on DNV NAUT/AW approved vessels.
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SOG OF RED. POSITION DIFFER

The difference between the speed of the selected speed sensor and the SOG of the redundant posi-
tion sensor exceeds the specified alarm limit.
of equipment.
sensors and the comparison sensor for which a monitoring alarm occurs appear in red. To prevent
the alarm from appearing again, as soon as the SENSOR MONITOR Dialog is closed the cause of
the alarm must be eliminated, see Section 5.5.
Remedy: Select a different speed sensor, or increase the alarm limit, or switch off the sensor moni-
toring.
SOG OF RED. POSITION LOST

The redundant position sensor is used for the monitoring of the speed, but no valid SOG is received
of equipment.
sensors and the comparison sensor for which a monitoring alarm occurs appear in red. To prevent
the alarm from appearing again, as soon as the SENSOR MONITOR Dialog is closed the cause of
the alarm must be eliminated, see Section 5.5.
Remedy: Switch off DGPS ONLY, or switch off this sensor monitoring function.
Remark: Usability of DGPS ONLY button can be restricted on service level; by default this func-
tion is not available.
SOG OF SEL. POSITION DIFFER

The difference between the speed of the selected speed sensor and the SOG of the selected posi-
tion sensor exceeds the specified alarm limit.
of equipment.dAfter pressing of the ACK button, the SENSOR MONITOR dialog appears. There, the
monitored sensors and the comparison sensor for which a monitoring alarm occurs appear in red.
Remedy: Select a different speed sensor, or select a different position sensor, or increase the alarm
limit, or switch off the sensor monitoring.
SOG OF SEL. POSITION LOST

The selected position sensor is used for the monitoring of the speed, but no valid SOG is received
of equipment.
Remedy: Select a different position sensor, or switch off the sensor monitoring.
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SP ...
All alarms beginning with SP are generated by the SPEEDPILOT. Unless stated otherwise, they
appear only on the SPEEDPILOT Master, and it is only there that they can be acknowledged.
SP ACTIVATION FAILED
An attempt has been made to activate the SPEEDPILOT, but the interface signals to the engine
control system do not confirm a complete activation of the SPEEDPILOT.
WARNING: When this alarm appears, the engine control must be
switched over to manual operation and a check must be performed to
make certain that the manual control function is working correctly.
Remedy:
- Wait, if the SPEEDPILOT is activated after a delay of some seconds.
- Retry the activation
- Check the interface signals to the engine control system
SP CHANGED TO LEVER MODE

This alarm indicates that the SPEEDPILOT control mode automatically changed to the Set Lever
mode when the received speed signals were found to be not in order (and the alarm SP SPEED
FAULT appeared; see page 343).
SP CHANGED TO SPEED MODE

This alarm indicates that the SPEEDPILOT control mode automatically changed to the Set Speed
mode when the speed values were not received from the planning system (and the alarm SP NO
SPEED FROM PS appeared; see page 343).
SP CONFIG FAULT
The configuration parameters of the SPEEDPILOT are incomplete or not available. The engine
control system can no longer be driven correctly.
switched over immediately to manual operation and a check must be
performed to make certain that the manual control function is working
correctly.
Special features:
- This alarm cannot be acknowledged
- FAILURE is displayed in the SP MODE field
- The reason for the failure is shown in the System Fault list
Remedy:
- The configuration must be restored / repaired at next service.
SP DEACTIVATED
This alarm appears in two different situations:
a) As a result of an operating action, the SPEEDPILOT has become disconnected from the engine
control system. The message confirms that the engine is now being controlled by means of the
lever.(That means, that SPEEDPILOT OFF is indicated)
b) The SPEEDPILOT has been disconnected from the engine control system (engine control is
now performed using the lever) because one of the engine systems has signalled a failure.
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Remedy: Check the interface signals delivered from the engine control system. If the alarm occurs
for no apparent reason, restarting of the TRACKPILOT might correct the fault situation, see page
302.
SP DEACTIVATION FAILED
An attempt has been made to deactivate the SPEEDPILOT, but the interface signals to the engine
control system do not confirm a complete deactivation off the SPEEDPILOT.
switched over to manual opration and a check must be performed to
make certain that the manual control function is working correctly.
Remedy:
- Wait, if the SPEEDPILOT is activated after a delay of some seconds.
- Retry the activation
- Check the interface signals to the engine control system
SP HIGH LEVER LIMIT

To keep to the set speed command set by the operator or calculated by the SPEEDPILOT, the lever
would have to be moved to a value above the high lever limit setting.
☞ The commanded lever value is always limited to the high lever limit setting.
Remedy:
- Increase the high lever limit value in the SP SETTINGS menu.
- Reduce commanded speed of the SPEEDPILOT.
- Check the speed sensor.
- Check if the engine control system is executing the lever commands of the SPEEDPILOT
correctly
SP LEVER FEEDBACK DIFFER

The SPEEDPILOT has detected a difference between the set and the actual lever value. The speed
control function may be inaccurate, if the lever is not following the SPEEDPILOT commands.
Special feature: This warning is repeated as long as the cause of the error is not deleted.
Remedy:
- Switch off the SPEEDPILOT and change to manual engine control.
- Check the lever positions and the lever feedback signals of the electrical shaft (if installed).
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SP LOW LEVER LIMIT

To keep to the set speed command set by the operator or calculated by the SPEEDPILOT, the lever
would have to be moved to a value below the low lever limit setting.
☞ The actual lever value is always limited to the low lever limit setting.
WARNING:
If there are doubts about the effectiveness of the automatic speed
control process, the SPEEDPILOT must be switched off and a change-
over to manual engine-control must take place.
Remedy:
- Reduce the low lever limit value.
- Increase the speed commanded by the SPEEDPILOT.
- Check the speed sensor.
- Switch over to manual speed control
SP NO MASTER
At present, there is no radar indicator defined as the SPEEDPILOT Master.
Special features:
- Acknowledgement can also be performed by pressing the SPEEDPILOT key.
- The indicator on which acknowledgement takes place is switched to act as the SPEEDPILOT
Master.
- If the alarm can not be acknowledged because there is no radar indicator available, the Set
Lever mode is activated after 30 seconds and, instead of the indication of the SPEEDPILOT
operational mode, FAILURE is displayed and the external SPEEDPILOT alarm (see page 365)
is issued.
SP NO SPEED FROM PS
The SPEEDPILOT was working in Profile mode or Arrival mode, but is not receiving any data from
the planning system (CHARTPILOT).
Special features:
- When this alarm appears, the SPEEDPILOT is automatically switched to Set Speed mode, and
the current set speed is maintained.
SP SPEED FAULT
The SPEEDPILOT is in Set Speed mode, Profile mode or Arrival mode, or an attempt is made to
activate one of these modes, and
- the speed sensor is transmitting invalid data,
- or -
- MANUAL speed has been selected as the speed sensor,
- or -
- the SPEEDPILOT is not receiving any speed data.
Special features:
a) SPEEDPILOT is in the activated state:
- When this alarm appears, the SPEEDPILOT is automatically switched to Set Lever mode, and
the current set lever is maintained.
- Instead of the indication of the SPEEDPILOT operational mode, FAILURE is displayed.
- The external SPEEDPILOT alarm (see page 365) is issued.
- If the cause of the problem disappears, or if the Set Lever mode was activated manually before
the alarm was acknowledged, the alarm vanishes.
b) An attempt is made to activate the SPEEDPILOT
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- SPEEDPILOT remains in the OFF status (it stays not activated)

- No change of the commanded lever value takes place
Remedy:
- Select some other speed sensor or
- switch to Set Lever mode or
- de-activate the SPEEDPILOT.(switch over to manual speed control)
SP SPEED LIMIT
The set speed setting ordered by the SPEEDPILOT is larger than the speed limit value that was set
in the SPEEDPILOT dialog.
The set speed value is reduced to the speed limit value.
Remedy: Increase the speed limit in the SPEEDPILOT SETINGS menu or sail with reduced speed.
SPEED INVALID
The selected speed sensor is sending invalid data. Another speed sensor will have to be selected
by the operator. At present, the speed that was last sent as the valid speed is being used. Dashes
are shown in the speed display field.
any indicator.
When the TRACKPILOT is in a steering mode, this alarm can be acknowledged finally only on the
TRACKPILOT Master.
After final acknowledgement, the system automatically preselects a substitute sensor and shows its
data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the speed sensor which led to the SPEED INVALID alarm is
again sending valid data, the SPEED VALID alarm appears.
SPEED TIMEOUT
Data are no longer being received from the selected speed sensor. Another speed sensor will have
to be selected by the operator. At present, the speed that was last sent as the valid speed is being
used.
any indicator.
When the TRACKPILOT is in a steering mode, this alarm can be acknowledged finally only on the
TRACKPILOT Master.
After final acknowledgement, the system automatically preselects a substitute sensor and shows its
data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the speed sensor which led to the SPEED TIMEOUT alarm
is again sending valid data, the SPEED VALID alarm appears.
Until valid speed data are received, the alarm is repeated at intervals of one minute.
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SPEED VALID
The speed sensor which had given the SPEED INVALID or SPEED TIMEOUT alarm is again
sending valid data.
on any indicator.
When the TRACKPILOT is in a steering mode, this warning can be acknowledged finally only on the
TRACKPILOT Master.
After final acknowledgement, the system displays the data of the sensor which had given the SPEED
INVALID or SPEED TIMEOUT alarm. After checking the new sensor data, either confirm this sensor
by clicking on the SELECT button or select some other sensor.
SPEEDPILOT FAILURE
The SPEEDPILOT is not ready for operation (no signals from the SPEEDPILOT program to the
SPEEDPILOT Master). The SPEEDPILOT must be disconnected from the engine control system;
the engine must be controlled by the lever manually.
WARNING:
If this alarm appears, the engine control must immediately be switched
over to manual operation, and a check must be performed to make
certain that the manual control function is working correctly.
☞ Until the cause of the alarm has been eliminated, the word FAILURE is shown in the operational
mode field of the SPEEDPILOT dialog.
Remedy: Check the TRACKPILOT electronics and TRACKPILOT interface units. In the case of
repeated occurrence of the alarm resetting or restarting of the SPEEDPILOT might correct the fault
situation, see page 316.
SQUAT ALARM
The ship is sailing with high speed in shallow water (under TRACKPILOT control). The potential
squat effect could negatively influence the steering ability (the course stability) of the ship.
Remedy: Consider changing to manual steering and to reduce the speed until the water depth has
increased again.
SQUAT WARNING
The ship is sailing with relative high speed in decreasing water depth (under TRACKPILOT control).
Observe the steering performance (for example by switching on the TRACKPILOT´s Rudder
Recording window on the CONNING display).
Remedy: Check the TRACKPILOT settings Rudder Economy, Loading and Rudder Limit.
Consider changing to manual steering and to reduce the speed until the water depth has increased
again.
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SYSTEM FAULT
A system fault is present.
This indication indicates that there is a technical fault which is impairing, or could impair, the func-
tioning of the radar or of the system. If such an indication is occurring frequently or if it persists for
some time, the service organisation should be informed of this.
Special features: This alarm can occur simultaneously on more than one of the system's items of
equipment.
If several of these alarms (with different fault indications) occur simultaneously on an item of equip-
ment, only SYSTEM FAULT is displayed in the alarm list. The other system fault that are may
present can be made visible with the SYSTEM FAULT LIST -see page 327.
☞ With the System Maintenance Manager, lists of the existing system faults and of the system
faults that have occurred in the past can be displayed -see page 378.
☞ The brief explanation (intended for the service personnel) contained in the system fault list can
also be displayed by clicking on the system fault in the alarm list with the MORE key.
☞ In the case of repeated occurrence of the SYSTEM FAULT alarms with a fault code 06xxx,
resetting of the TRACKPILOT program or restarting the TRACKPILOT might correct the fault
situation, see page 301.
In the case of repeated occurrence of the SYSTEM FAULT alarms with a fault code 08xxx,
resetting or restarting of the SPEEDPILOT might correct the fault situation, see page 316.
In the case of repeated occurrence of the SYSTEM FAULT alarms with a fault code 100xx,
resetting of the VDR program might correct the fault situation, see page 319.
TARGET AUTO-ACQUIRED (n) (n=number of targets which are triggering the warning)
A target which is not yet being tracked has been acquired automatically in the acquisition/guard
zone.
TGT ENTERED GUARDZONE (n) (n=number of targets which are triggering the warning)
A target which is already being tracked has entered the acquisition/guard zone.
TP ...
All alarms beginning with TP are generated by the TRACKPILOT. Unless stated otherwise, they
appear only on the TRACKPILOT Master, and it is only there that they can be acknowledged.
TP ANCHOR CTR. DEACTIVATED

The Anchor Control mode of the TRACKPILOT has been deactivated.
NOTE: The Anchor Control mode is optional and only available in combination with additional
control-interfaces to the tunnel thrusters.
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TP ASTERN SPEED
The TRACKPILOT is in the activated state and the selected speed sensor is producing negative
(astern) speed data (which the TRACKPILOT cannot process).
WARNING:
While this alarm is present, the steering gear is not being driven by the
TRACKPILOT.
When the TP ASTERN SPEED alarm appears, it is necessary to immedi-
ately change to some other speed sensor or to switch over to manual
steering.
Special feature: The alarm cannot be acknowledged. It disappears when its cause has been elimi-
nated.
TP BACKUP NAVIGATOR ALARM

The TRACKPILOT Alarm signal was generated.
Causes for generating the TRACKPILOT Alarm signal: see page 364.
Special feature: As long as the TP BACKUP NAVIGATOR ALARM alarm has not been acknowl-
edged, the TRACKPILOT Alarm signal remains active.
TP CHANGE POSITION SENSOR

While the system is in Track mode,
- the selected position sensor has not transferred any valid data for a longer period, or
- a switch-over has taken place to a position sensor which is not transmitting valid data, or
- a switch-over has taken place to a position sensor which is not permitted as a continuous
sensor for Track mode.
- or -
While a position sensor is being used which is not permitted as a continuous sensor for Track mode,
a switch-over to Track mode has taken place.
Special features: Until the cause of the alarm has been eliminated, the alarm is repeated after 1
minute. The TP TRACK MODE FAULT alarm appears after 10 minutes if the cause of the alarm has
not yet been eliminated
Remedy: Select a position sensor with valid data, or a permitted position sensor.
TP COURSE LIMIT
The set course limit has been exceeded.
Remedy:
- Increase the course limit or
- wait until the TRACKPILOT has eliminated the course error, or
- switch over to manual steering.
TP DEACTIVATED
The TRACKPILOT has been deactivated and is no longer controlling the rudder. The ship must be
steered manually or by another autopilot.
NOTE: This alarm must be configured on service level if required by the class or the owner.
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TP DRIFT LIMIT
The pre-set drift limit value has been exceeded; for correct track-keeping, a larger compensation
angle is needed.
☞ Even after acknowledgement, the drift angle contained in the actual course is limited for the
TRACKPILOT to the drift limit setting.
Remedy: Increase the drift limit value or switch over to Heading mode or to manual steering.
TP END OF TRACK
The ship, sailing in Track mode, will pass the last waypoint of the System Track in 60 seconds.
Special features:
Acknowledgement causes a switch-over to Course mode; the ship’s course has to be set manually.
If the alarm is not acknowledged within 30 seconds, the TRACKPILOT
Alarm signal is generated for the purposes of triggering an external
TP GC COURSE CHANGE
Track mode is switched on, the sailing mode is set to Great Circle. In order to remain on the Great
Circle, a course change is necessary which exceeds 3 degrees or half of the set Course Limit. The
new course is displayed as NEXT course in the TRACKPILOT data display.
Special features: Acknowledge with EXECUTE. Regardless of whether this alarm is acknowledged
or not, the planned change of the course takes place at the WOP.
TP GYRO FAULT
The TRACKPILOT is in the activated state and the gyro compass or its transmission unit has been
switched off, is reporting incorrect data, or has failed.
- or -
With the TRACKPILOT in the activated state, the gyro heading value
- has jumped by more than 1 degree, or
- has been changed by more than 3 degrees in the synchronization of the heading transfer as
per page 100.
WARNING:
While this alarm is present, the steering gear is not being driven by the
TRACKPILOT.
When this alarm appears, a switch-over to manual steering must be
performed immediately.
Special features:
- Acknowledgement causes switch-over to Heading mode and acceptance of the displayed gyro
heading value. The currently existing heading value is taken over as the set value.
- In addition, acknowledgement can force the TRACKPILOT to generate larger rudder angles.
- If the cause of the alarm has not been removed (i.e. the gyro heading is still invalid), the alarm
is repeated even after acknowledgement.
If the alarm is not acknowledged within 30 seconds, the TRACKPILOT Alarm signal is
generated for the purposes of triggering an external alarm; see page 364.
Remedy (after the switch-over to manual steering has taken place): Check the compass; if possible
at the compass system, select another gyro. Check the displayed gyro heading. If necessary
synchronize the heading transfer, see page 100.
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TP HDG CHANGE DUE TO DRIFT

The ship is sailing in Course mode or Track mode and a drift change of more than 5° has occurred
as a result of switch-over (manual or automatic) of the selected speed sensor.
Special feature: Up until acknowledgement takes place, the TRACKPILOT uses the longitudinal and
transverse speeds that were valid before the alarm. After acknowledgement, the TRACKPILOT uses
the new longitudinal and transverse speeds, so that a heading change which is of the same order
of magnitude as the drift difference occurs automatically.
Remedy: Select Heading mode to avoid any heading change caused by a switch over of the speed
sensor.
TP HEADING LIMIT
The TRACKPILOT has detected a heading deviation above the set heading limit during Anchor
Control mode.
Remedy:
- Increase the heading limit
- Wait until the deviation becomes less than the limit
- Increase the thruster power
- Switch over to manual thruster control
TP HIGH RUDDER LIMIT 1)

The TRACKPILOT internal monitoring function of the rudder limit, set by the operator, has deter-
mined that with this rudder deflection at the currently sailed speed a high rate of turn above the limit
would be produced.
Special feature: This warning cannot be acknowledged, it will disappear if the cause for this warning
has been eliminated.
Remedy: Decrease the rudder limit or reduce the speed.
TP LOW RUDDER LIMIT 2)

The rudder limit is set so low that - during Track mode - the next course-change possibly cannot be
performed with the planned radius.
Remedy: Increase the rudder limit, increase the radius, or leave the Track mode.
TP LOW SPEED
The speed reported by the selected speed sensor is so low that the TRACKPILOT might not be able
to steer the ship correctly.
Special feature: Acknowledgement causes a switch-over to Heading mode.
Remedy: Switch over to manual steering.
1) This alarm can only appear if activated on service level; for this function a maximum allowed ROT value must be set in the
system configuration.
2) This alarm can only appear if activated on service level; required for ships with DNV NAUT-AW approval.
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TP LOW TRACK LIMIT1)

The track limit setting is lower than the expected average position-error of the selected position
sensor.
Remedy: Increase the track limit or select a more accurate position sensor.
TP LOW WATER SPEED

The speed through the water (STW) is so low that the TRACKPILOT might not be able to steer the
ship correctly.
☞ This alarm can only appear if a sensor providing STW is installed but has not been selected.
Remedy: Switch over to manual steering, if it is obvious, that the TRACKPILOT is not able to steer
the ship correctly.
TP NEW TRACK
Because of
- a detected position-jump (e.g. satellite fix),
- exceeding of the track limit (if the track deviation is greater than 100 m)
- a switch-over of sailing mode (Rhumb Line / Great Circle),
- a switch-over of track control mode (To Waypoint / To Track) or
- the operator input for new calculation on the radar indicator in the TP operation menu
the track has been calculated anew. The newly calculated present set course is displayed under
NEXT in the TRACKPILOT Data display.
Special feature: Acknowledge with EXECUTE. As a result, the newly calculated track is accepted.
Remedy: Switch over to Course mode or Heading mode if the new track cannot be accepted.
TP NO MASTER
There is no radar indicator defined as the TRACKPILOT Master.
Special features: Acknowledgement can also be performed by pressing the TRACKPILOT key.
The indicator on which acknowledgement takes place is switched to act as the TRACKPILOT
Master.
TP POSITION DRIFT 1)
Since the beginning of the position drift computation in Track mode, a difference has built up
between the dead reckoning position and the position given by the position sensor, and this differ-
ence is greater than a limit value which depends on the set track limit 2).
Special feature: Acknowledgement restarts the position drift calculation with a difference of zero.
Remedy:
- Select a more accurate position sensor or speed sensor or correct the set and drift input.
- Select Estimated Position (Dead Reckoning) and check the navigation sensors presently
used.
- Switch over to Course mode or Heading mode.
- Increase the track limit.2)
1) Depending on the system configuration this alarm can be switched off on service level.
2)
In the case of ships with DNV NAUT-AW approval, the limit value depends not on the track limit but on the selected speed sensor and on
the selected position sensor.
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TP POSITION JUMP
During steering in Track Mode a position jump (e.g. satellite fix or position adjust) exceeding the set
track limit (or, if the track limit is set to a low value, a position jump exceeding a value which depends
on the sensor type) has been detected.
Special feature: By acknowledgement, the new position is accepted.
Remedy: Increasing the track limit increases tolerance with regard to position jumps and
strengthens the filtering of the received position-data.
TP REDUCED RADIUS
The Track mode is in the switched-on state, but the set radius is too large to enable the ship to reach
the next leg by means of the manoeuvre that is planned for the TO-waypoint. For this reason, the
TRACKPILOT will reduce the radius to such an extent that the course change can be performed.
Remedy: Switch over to Course mode or Heading mode.
TP RUDDER FEEDBACK DIFFER

The signal of the rudder feedback unit deviates by at least 5 degrees from the signal received from
the redundant rudder feedback unit.
Remedy: Switch over to manual steering. Check the rudder feedback unit (wiring, signal, mechanical
function).
TP RUDDER ERROR
The rudder engine is not obeying the instructions from the TRACKPILOT, or is not doing so with
sufficient accuracy.
Special feature: The message initially appears without an acoustic signal. If the cause of the fault
continues to exist for 10 seconds, the acoustic alarm signal appears. The alarm can be acknowl-
edged, but is repeated for as long as the cause of the fault continues to exist.
CAUTION:
If this alarm is present for a longer time, it is necessary to switch over
to manual steering.
Remedy: Check the steering gear.
TP RUDDER LIMIT
The set rudder limit value has been reached; with this rudder limit, the manoeuvre cannot be
performed without a deviation.
- or -
The present rudder angle lies outside the rudder limit.
WARNING:
In Track mode on ships with DNV NAUT-AW approval, limitation by the
set rudder limit is ignored when a planned manoeuvre is being
performed.
Remedy:
- Increase the rudder limit or
- wait until the rudder angle becomes less than the rudder limit or
- switch over to manual steering.
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TP RUDDER SYNC. ERROR

The rudder angles of the two rudders controlled by the TRACKPILOT differ by at least 5 degrees.
Remedy: Switch over to manual steering. Check the rudder control system and the synchronism of
the rudders.
TP SHORT RADIUS
So that the planned manoeuvre can be performed, the expected rudder angle would have to be
larger than the maximum value that the TRACKPILOT can specify for it.
Remedy: Increase the radius or switch over to manual steering.
TP SPEED JUMP
The speed transferred from the selected speed sensor has jumped by more than 5 knots.
Special feature: Up until acknowledgement takes place, the TRACKPILOT uses the longitudinal and
transverse speeds that were valid before the alarm. After acknowledgement, the TRACKPILOT uses
the new longitudinal and transverse speeds.
Remedy: Check the new speed value. If it is correct, acknowledge the alarm; otherwise, select some
other speed sensor before acknowledgement.
TP SPEED SENSOR FAULT

The TRACKPILOT is in an active steering mode and the selected speed sensor is reporting incorrect
data or has failed; steering with the drift angle taken into account is not possible.
- or -
The TRACKPILOT had been operated in Track mode and the selected sensor is reporting incorrect
data or has failed or Manual Speed has been selected as the speed sensor. When the alarm
appears, the system automatically switched over to the Heading mode.
Special feature: For as long as no valid speed data are being received, the alarm is repeated.
Remedy: Select some other speed sensor or change to manual steering.
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TP THRUSTER FAULT
The Anchor Control mode is activated. No thrusters are available to the TRACKPILOT.
Special feature: The alarm cannot be acknowledged. It disappears when its cause has been elimi-
nated or when the Anchor Control Mode is switched off.
Remedy: Deactivate the Anchor Control Mode and provide the necessary preconditions for use of
the thrusters (hydraulics, electrics).
TP THRUSTER LIMIT
The Anchor Control mode is activated. The thrusters deliver the maximum power allowed by the
current settings.
Remedy:
a) When the alarm appears even though the set heading was not changed: Increase the thruster
power (elevate the thruster power limit or add thrusters), or
b) When the alarm appears after the set heading was changed: Whether the thruster power is
sufficient can be determined by observing the rate of turn if the ship; if necessary, increase the
thruster power.
TP TRACK DATA ERROR

The TRACKPILOT reports transfer errors or data errors of the System Track.
CAUTION:
If this alarm appears, the data of the System Track are unreliable. The
Pilot Data must not be used for navigation.
Remedy: Check waypoint data, check radar system and CHARTPILOT.
TP TRACK LIMIT
The set track limit value has been exceeded.
Remedy:
- Increase the track limit or
- allow the ship to steer back to the track or
- steer the ship with the joystick or
- select manual steering.
TP TRACK MODE ABORTED

By operation of the joystick or the MODE keys (HDG, CSE) on the keyboard, the TRACKPILOT was
switched from Track mode to Course mode.
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TP TRACK MODE FAULT

The system was in Track mode, but the speed data, position data or waypoint data are no longer
available or valid during sailing in Track mode.
- or -
The set course limit or the set track limit is exceeded for the track that was just recalculated.
- or -
The system was in Track mode and the latitude 85° has been exceeded. 1)
The system therefore automatically switches over to the Course mode.
Special features:
If the alarm is not acknowledged within 30 seconds, the TRACKPILOT
Alarm signal is generated for the purposes of triggering an external
Remedy: Select some other position sensor or define a new track as the System Track or - after the
course deviation or track deviation has fallen below the limit - activate Track mode again.
TP TRACKPILOT FAILURE
The TRACKPILOT reports a fault, and is no longer controlling the rudder.
WARNING:
☞ Until the cause of the alarm has been eliminated, the status FAILURE is shown in the opera-
tional mode field of the TRACKPILOT Data display.
Remedy (after the switch-over to manual steering has taken place):
- Check system fault alarms.
- Restart the TRACKPILOT program (see page 301).
- Check the TRACKPILOT electronics unit, the TRACKPILOT interface and their power supply.
If installed, switch over to the second TRACKPILOT.
1)
On ships with DNV NAUT-AW approval, this alarm also appears if the CHART MONITORING OFFLINE or CONNING SYSTEM OFFLINE
alarm occurred.
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TP WOP EXECUTION
In Track mode the next WOP (the start of the course change) will be reached 30 seconds after this
warning or alarm appears.
or Special feature: Acknowledge with EXECUTE
WARNING:
Regardless of whether this alarm is acknowledged or not, the planned
change of the course takes place at the WOP.
If the planned change of the course is not to be executed: Switch over to Course or Heading
mode and steer with the joystick.
If the preceding TP WPT APPROACHING alarm is acknowledged, the TP WOP EXECUTION alarm
appears initially as an indication, with an acoustic signal which can be switched off by means of the
BUZZER setting (see page 327). If the TP WPT APPROACHING alarm was not acknowledged, the
TP WOP EXECUTION alarm appears together with an intensive acoustic signal.
If the alarm is not acknowledged within 30 seconds, an intensive acoustic signal is generated even
if the TP WPT APPROACHING alarm was acknowledged beforehand.
At the same time, the TRACKPILOT Alarm signal is generated for the
purposes of triggering an external alarm; see page 364.
☞ If the manoeuvre period from one wheel-over point to the following one is less than 30 seconds,
the TP WOP EXECUTION alarm of the second wheel-over point does not appear until after the
first wheel-over point has been passed.
TP WPT APPROACHING
The WOP of the TO-waypoint will be reached in XX seconds.
XX = advance warning time which, according to Section 31.3, has been entered for the occurrence
of this alarm.
The distance and the time to go to the WOP are displayed in the TRACK DATA display.
TRACK LIMIT EXCEEDED

The ship is situated further away from the System Track than the distance displayed in the TRACK
field behind LIMITS in the TRACK / DEPTH ALARMS Dialog.
necessary.
reports the alarm TP TRACK LIMIT. In order to avoid a double report, the output of the alarm
TRACK LIMIT EXCEEDED is suppressed in this case.
Remedy: Increase the track limit (if the nautical situation allows this) or deactivate the track alarms
on the TRACKPILOT Master - see page 149.
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TRACKPILOT FAILURE
a) For systems with one TRACKPILOT
The communication between the radar indicator and the TRACKPILOT has failed.
WARNING:
If the Anchor Control mode was activated, the TRACKPILOT must be
disconnected from the thrusters (by deactivating the Anchor Control
mode, if necessary by external operating).
mode field of the TRACKPILOT Data display.
Remedy (after the switch-over to manual steering has taken place):
- Restart the TRACKPILOT program. (see page 301)
- Restart the TRACKPILOT (see page 302)
- Check the TRACKPILOT electronics unit, the TRACKPILOT interface and their power supply.
b) For systems with two TRACKPILOTs, a TRACKPILOT is connected to the steering gear
The communication between the radar indicator and the activated TRACKPILOT has failed.
WARNING:
When this alarm appears, a switch-over to manual steering or to the
other TRACKPILOT must be performed immediately.
Special Feature: Through the acknowledgement, the other TRACKPILOT is selected (see page
255) but not activated.
Remedy:
- Activate the other TRACKPILOT.
- Restart the TRACKPILOT which has generated the alarm. (see page 302)
- Check the TRACKPILOT electronics unit and the TRACKPILOT interface of the TRACKPILOT
which has generated the alarm.
c) For systems with two TRACKPILOTs, no TRACKPILOT is connected to the steering gear
The communication between the radar indicator and both TRACKPILOTs has failed.
WARNING:
If the Anchor Control mode was activated, the TRACKPILOT must be
disconnected from the thrusters (by deactivating the Anchor Control
mode, if necessary by external operating).
mode field of the TRACKPILOT Data display.
Remedy:
- Restart both TRACKPILOTs (see page 302)
- Check both TRACKPILOT electronics unit, both TRACKPILOT interface and their power supply.
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TRANSCEIVER OFFLINE
The radar indicator electronics has no contact with the selected transceiver.
- or -
The selected transceiver is reporting a malfunction.
USER CHART OBJECT NEARBY or ON TRACK

The chart monitoring performed by the MULTIPILOT has revealed that a User Chart Object of the
class "own safety line" or "danger highlight", i.e. a potentially dangerous object, is situated a short
distance ahead of own ship, or is already being touched by own ship's contour, or is situated ahead
of own ship on the currently relevant part of the System Track.
Special features:
In the Chart Alarm List, the object class of the detected object is displayed, together with any other
information available for this in the chart and an entry providing information about the monitored area
with which the object was detected:
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44.1 AIS Alarms Operating Instructions
44.1 AIS Alarms
The following warnings and alarms are only available in the radar system, if a AIS receiver is connected.
AIS GENERAL FAILURE

The AIS stopped the transmission.
Remedy: The AIS system must be exchanged.
AIS INTERROGATION
The AIS has received a long-range interrogation.
Special features: The behaviour depends on the set reply mode - see page 136:
Reply mode Manual: By acknowledgement, the AIS INTERROGATION Dialog appears. There, the
reply is sent by means of the REPLY button or prevented by means of the CLOSE button. The
acoustic signal is sounded.
Reply mode Auto: The reply has been sent; acknowledge in the normal way. The acoustic signal is
not sounded.
If several of these warnings occur simultaneously on a radar indicator, only one of them is displayed
in the alarm list. In this case, after acknowledgement and closing of the AIS INTERROGATION
Dialog, the AIS INTERROGATION alarm appears again for the message that has not yet been read.
AIS NEW SAFETY MESSAGE

The AIS has received a safety message.
Special feature: By acknowledgement, the AIS SAFETY MESSAGE Dialog appears with the
message and with the data of the transmitting target.
If several of these alarms occur simultaneously on a radar indicator, only one of them is displayed
in the alarm list. In this case, after acknowledgement and closing of the AIS SAFETY MESSAGE
Dialog, the AIS NEW SAFETY MESSAGE warning appears again for the message that has not yet
been read.
AIS NO CPA ALARM, SOG LOST

Because of missing data, the own speed vector over ground cannot be determined. For all AIS
targets, the collision avoidance computation and therefore the automatic acquisition and the
DANGEROUS TARGET alarm do not take place.
Remedy: Check selected speed sensor, check position sensor. In case that the reference target
speed is in use no calculation can be perform (according to the IMO rules).
AIS NO VALID COG

The AIS system has no valid course over ground information.
Remedy: Check the connected sensor and cabling.
AIS NO VALID HEADING

The AIS system has no valid heading information from the sensor.
Remedy: Check the heading sensor.
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Operating Instructions 44.1 AIS Alarms
AIS NO VALID POSITION

The AIS system has no valid position information from internal position sensor
Remedy: Check the cabling and the antenna of the internal GPS sensor.
AIS NO VALID ROT

The AIS has no valid rate of turn information from the sensor.
Remedy: Check the sensor and the cabling.
AIS NO VALID SOG

The AIS has no valid speed over ground information.
Remedy: Check selected speed sensor.
AIS OFF, POSITION LOST

All information about AIS targets including their displays has been deleted because determination of
own position has been taking place by dead reckoning for the past 10 minutes.
Remedy: Select some other position sensor.
AIS OFFLINE
Remedy: Check the AIS system. It might be possible to eliminate the fault by switching the voltage
supply to the AIS electronics unit off and then on again at the ship's mains.
AIS OPERATING UNIT OFFLINE

The AIS continues operating.
Remedy: The indicator electronic does not communicate with the AIS electronics unit.
Check the cabling and connection between RADAR and AIS system.
AIS EXTERNAL POSITION LOST

The AIS system does not receive a valid position sensor information and falls back to its internal
position sensor.
Remedy: Check the sensor and the cabling.
AIS SAFETY MSG OVERFLOW

Because the safety message that was received last has caused the number of messages to exceed
the number that can be stored.
Remedy: Delete any safety messages that are no longer needed.
AIS SAFETY MSG TX FAILED

The AIS system has recognised that the safety message might not have been transmitted success-
fully.
☞ The cause of this can be that an incorrect MMSI number has been entered and that, as a result,
no confirmation of reception has been received from the addressee.
Special features: If the warning is clicked with MORE before acknowledgement, details are
displayed.
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44.1 AIS Alarms Operating Instructions
AIS TX MALFUNCTION
The AIS system stopped transmission.
Remedy: Check the AIS system. Check of the antenna and the antenna cabling (short circuit or
missing contact at the connectors).
AIS VSWR LIMIT EXCEEDED

The AIS system continues operation: The VSWR (voltage standing wave ratio) checked by the AIS
is out of range.
Remedy: Check the AIS system. Check of the AIS UHF antenna, antenna cabling and connectors.
AIS RX CH A MALFUNCTION
The AIS stopped the transmission on the channel A.
AIS RX CH B MALFUNCTION
The AIS stoped the transmission on the channel B.
AIS RX DSC MALFUNCTION

The AIS stopped the transmission on the channel 70.
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Operating Instructions 44.2 VDR Alarms
44.2 VDR Alarms
The following warnings and alarms are only available in the radar system, if a VDR DEBEG 4300 is
connected.
VDR BACKUP IS RUNNING

In the voyage data recorder, an incident backup is running.
Special features: The indication cannot be acknowledged. It disappears when the backup has been
finished.
This indication can occur simultaneously on more than one radar indicator.
VDR FRM FAILURE

The Final Recording Medium is defective, or the data transfer to it is faulty.
Special features: This warning can occur simultaneously on more than one radar indicator.
Remedy: Check the VDR.
VDR INTEGRITY CHECK FAILED

A fault or failure has been detected by the BITE (Built-In Test Equipment) of the VDR.
Remedy: Carry out a restart of the VDR; see page 319. Check the VDR.
VDR MAIN POWER FAILURE

The uninterruptible power supply (UPS) of the VDR is no longer being supplied with power by the
ship's mains. The VDR is supplied with power by the UPS for at least 2 hours.
Remedy: Secure the supply of power from the ship's mains to the UPS.
VDR MICROPHONE FAILED

The microphone test automatically performed by the VDR has shown that at least the recording func-
tion of one of the microphones is faulty.
VDR OFFLINE
The indicator electronics has no contact to the voyage data recorder.
Special feature: The warning cannot be acknowledged. It disappears when its cause has been elim-
inated.
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44.3 NAVTEX Alarms Operating Instructions
44.3 NAVTEX Alarms
NAVTEX OFFLINE
The NAVTEX receiver is not online, i.e. the receiver has been switched off, has failed or the communi-
cation to the receiver´s INS-port is interrupted.
The following warnings and alarms are only available in the radar system, if a NAVTEX receiver is
connected and the alarm function is activated on this indicator.
NAVTEX NEW MESSAGE (n)

The NAVTEX has reported a new message which has been stored on the radar indicator. The number
(n) indicates how many new (unread) messages are available. Even if the Navtex alarm function is not
activated on the radar indicator, the new received message will be stored and can be read and printed
by the operator.
Special feature: By acknowledgement, the NAVTEX MESSAGE Dialog appears automatically in the
Multidisplay of the radar indicator.
NAVTEX MSG OVERFLOW

The maximum number of messages that can be stored on the radar indicator has been reached. New
incoming messages will overwrite the oldest messages automatically.
NAVTEX NAV WARNING

The NAVTEX has received a new navigational warning message.
NAVTEX MET WARNING

The NAVTEX has received a new meteorological warning message.
NAVTEX SAR INFO

The NAVTEX has received a new search and rescue information.
NAVTEX RX MALFUNCTION
The NAVTEX receiver has detected an internal malfunction.
NAVTEX BIST FAILURE

The receiver has reported a fault in its built-in self test system (BIST).
NAVTEX GENERAL FAILURE

The NAVTEX has stopped receiving and is no longer reporting messages to the radar system..
NAVTEX FAULT (n)

The NAVTEX receiver has detected an internal error code (n). Refer to the NAVTEX manual for details.
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MULTIPILOT 45 List of the Alarm Signal Outputs
45 List of the Alarm Signal Outputs
The alarm signals mentioned in the following are provided by the radar system or TRACKPILOT in the
form of galvanically isolated relay contacts. Whether the signals are displayed in a given case, and if so
in what form, depends on the installation and on the type of alarm system involved. Therefore, no state-
ment about this can be made here.
Radar Alarm
Each radar indicator emits this signal if one of the following alarms is generated 1):
- GYRO FAULT,
- INTERSWITCH OFFLINE,
- MAGNETRON FAULT,
- NO ANTENNA AZIMUTH,
- NO HEADMARKER,
- NO RADAR VIDEO,
- NO TRIGGER,
- PLANNING SYSTEM OFFLINE,
- POSITION INVALID,
- POSITION TIMEOUT,
- SPEED INVALID,
- SPEED TIMEOUT,
- SPEEDPILOT FAILURE,
- TRACKPILOT FAILURE,
- TRANSCEIVER OFFLINE.
If an appropriate setting has been made at service level, the Radar Alarm is also emitted if the SYSTEM
FAULT alarm appears.
The Radar Alarm is also emitted if switch-off of the display electronics unit occurs or if the supply voltage
to the display electronics unit has failed.
Target Alarm
Every radar indicator emits this signal if one of the following alarms is generated 1)
- DANGEROUS TARGET,
- LOST TARGET (n),
- TARGET AUTO-ACQUIRED (n);
- TGT ENTERED GUARDZONE (n) .
1) For the Radar Alarm, the Target Alarm and the Chart Alarm, output of the alarm can be delayed by up to 120 seconds at service level.
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45 List of the Alarm Signal Outputs MULTIPILOT
Chart Alarm
The MULTIPILOT emits this signal if one of the following alarms is generated (by the MULTIPILOT) 1):
- ANCHOR DRAGGING,
- ANCHOR WATCH SPEED LIMIT,
- APPROACHING WAYPOINT,
- COURSE LIMIT EXCEEDED,
- DEPTH LIMIT EXCEEDED,
- EXITING ANCHOR WATCH AREA,
- OBJECT OF INTEREST,
- OUT OF ANCHOR WATCH AREA,
- SAFETY CONTOUR,
- TRACK LIMIT EXCEEDED,
Dead Man Alarm Trigger

Every radar indicator emits this signal when any operating action is performed on its keyboard. Therefore,
if the installation has been performed appropriately, there is no need to operate a special watch alarm
key when a radar indicator is being operated.
If a connected CHARTPILOT is configured on service level to reset the watch alarm, also any operation
of the CHARTPILOT is also activating this signal.
TRACKPILOT Failure Alarm

The TRACKPILOT interface outputs this signal if
- there is no operating unit switched to act as the TRACKPILOT Master for more than 30sec,
(the TP NO MASTER alarm has been triggered), or
- the TP GYRO FAULT alarm has been triggered, or
- the TP ASTERN SPEED alarm has been triggered, or
- the TP THRUSTER FAULT alarm has been triggered, or
- the TP TRACKPILOT FAILURE alarm has been triggered, or
- the TRACKPILOT FAILURE alarm has been triggered, or
- the TRACKPILOT electronics unit or the TRACKPILOT interface unit has been switched off, or
- the supply voltage to the TRACKPILOT electronics unit or to the TRACKPILOT interface unit lies
outside the specification.
TRACKPILOT Power Alarm

The TRACKPILOT electronics unit outputs this signal if
- the TRACKPILOT electronics unit has been switched off, or
- the supply voltage to the TRACKPILOT electronics unit lies outside the specification.
1) For the Radar Alarm, the Target Alarm and the Chart Alarm, output of the alarm can be delayed by up to 120 seconds at service level.
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MULTIPILOT 45 List of the Alarm Signal Outputs
TRACKPILOT Alarm 1)
- the TP GYRO FAULT alarm appeared 30s ago and this alarm has not been acknowledged
- in TRACK MODE the TP CHANGE POSITION SENSOR alarm appeared 1-2 minutes ago and has
not been acknowledged
- a wheel-over point was passed but the TP WOP EXECUTION alarm for this wheel-over point was
not acknowledged, or
- the TP END OF TRACK alarm appeared 30 seconds ago and this alarm was not acknowledged, or
- the TP TRACK MODE FAULT alarm appeared 30 seconds ago and this alarm was not acknowl-
edged.
In addition, at service level, it is specified which of the following reasons are to cause the output of this
signal too:
- The TP WPT APPROACHING alarm appeared 30 seconds ago and this alarm was not acknowl-
edged.
- The TP TRACK LIMIT alarm has been triggered.
- The TP COURSE LIMIT alarm has been triggered.
- The TP HEADING LIMIT alarm has been triggered.
At service level, the signal output can be set for the TP TRACK LIMIT, TP COURSE LIMIT and TP
HEADING LIMIT alarms in such a way that it takes place after a delay of 30 seconds.
The TRACKPILOT Alarm signal disappears as soon as the cause of the alarm is remedied or the alarm
that triggered the TRACKPILOT Alarm signal has been acknowledged.
At service level, it is possible to define that the TP BACKUP NAVIGATOR ALARM alarm appears at the
TRACKPILOT Master as soon as the TRACKPILOT Alarm signal is triggered. With this setting, the
TRACKPILOT Alarm signal remains active until the reason for the TP Alarm is no longer valid and TP
BACKUP NAVIGATOR ALARM alarm is also acknowledged.
TRACKPILOT Rudder Alarm

- the TP RUDDER FEEDBACK DIFFER alarm has been triggered, or
- the TP RUDDER RELAY FAILURE alarm has been triggered, or
- the TP RUDDER SYNC. ERROR alarm has been triggered.
SPEEDPILOT Alarm
The TRACKPILOT electronics unit outputs this signal if
- the SP SPEED FAULT alarm has been triggered or
- the SP DEACTIVATION FAILED alarm has been triggered or
- the SP ACTIVATION FAILED alarm has been triggered or
- the SP NO MASTER alarm has not been acknowledged within 30 sec or
- the SP INTERFACE FAULT alarm has been triggered.
SPEEDPILOT Failure Alarm

The SP CONFIG FAULT alarm or the EI TP/SP INTERFACE OFFLINE alarm has been triggered.
1)
The TRACKPILOT alarm contact is used as the track control system´s back-up navigator alarm in installations with a connection to the
Bridge Alarm Transfer system.
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45 List of the Alarm Signal Outputs MULTIPILOT
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MULTIPILOT
Care and Maintenance
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MULTIPILOT
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MULTIPILOT 46 Care and Maintenance Work
Operating Instructions 46.1 Care
46 Care and Maintenance Work

◆ Care of the system's components
◆ Routine maintenance work
46.1 Care
Care of the components of the radar system is limited to occasional cleaning of the screens on the moni-
tors. This should be done with a soft cloth moistened with alcohol.
46.2 Maintenance Work
Within the radar system there are some components which have, for multiple reasons, a limited lifetime.
Please refer to the table below in order to perform periodic maintenance:
Component What to do Interval

Filter pads in electronics Clean or replace. Quarter-yearly
units
Check if they are running without noise and for
Fans Quarter-yearly
dirt on the propeller blades. Replace or clean.
Check Monthly.
Exchange after 12 months or if
In order to check magnetron, perform the test lifetime has expired.
Magnetron in section 26. Exchange when lifetime has Average working life for
expired or performance test is weak. - X-Band: about 6000...8000 h
- S-Band: about 9000...16000 h
Check visually every time the gear box is Every 12 months or every time
Toothed belts opened and/or the magnetron is exchanged. the magnetron is exchanged.
Cleaning the Filter Pad on the Display Electronics Unit and on the TRACKPILOT Electronics Unit
If conditions are normal, this work should be done quarter-yearly. If the environment is particularly dusty,
it should be done more frequently, and if the air contains very little dust, it can be done less frequently.
1. Taking out the filter pad: It is situated on the top of the display electronics unit, and can be gripped
and pulled out by its front left-hand corner without unscrewing the covering cap.
☞ If the display electronics unit is installed in the console, the hinged cover situated below the
operating unit must first be opened.
2. Cleaning the filter pad: Cleaning can be done by washing in soapy water, or by blowing the dust
out with compressed air, or - depending on the degree of dirtiness - simply by beating the dust out.
☞ If the pad shall be changed: The ordering No. is 2175640.
3. Inserting the filter pad: When inserting the filter pad, which must have been dried (if necessary, by
jolting it thoroughly to get the water out of it), make certain that it is seated properly.
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46 Care and Maintenance Work MULTIPILOT
46.2 Maintenance Work Operating Instructions
Checking the Fans

NOTE:
The electronics units may only be opened by qualified persons.
This work should be done quarter-yearly.

Display Electronics Unit and on the TRACKPILOT Electronics Unit: Undo the screws of the casing
cover and take the casing cover off. Check that the casing fan (under the filter pad) and the CPU fan are
running and that there are no noises indicating damaged bearings.
When screwing the casing cover back on, ensure that the grounding cable is plugged in.
TRACKPILOT interface: Open the cover. Check that the fan is running and that there are no noises indi-
cating damaged bearings. Close the cover. Test of the Transmission Power and Receiver Sensitivity
of the Radar Transceiver
The test described in Section 47 shall be performed monthly.
Check the workinghours of the magnetron.

The average working life for X-Band is 6000...8000h.
the average working life for S-Band is 9000...16000h.
The conditions of the magnetron can be checked by means of the performance monitor see Section 47.
Magnetrons are ageing even when the radar is not in use or the magnetron is stored. It is advisable not
to keep magnetrons in stock for a longer period of time. Their life is reduced during storage, too.
The workinghours can be checked by opening the Telemonitoring Data in the S y s t e m M a i n t e n a n c e
M a n a g e r see Section 49.
Check of the toothed belts.

The toothed belts can be inspected visually after opening the gear-box. They should be checked for
mechanical damages as fissures and fractures on the surface and for visible parts of the weft, especially
at the edges. If such damages are visible, the belts must be exchanged.
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MULTIPILOT 46 Care and Maintenance Work
Operating Instructions 46.3 Remote Maintenance
46.3 Remote Maintenance
The main subsystems within the NACOS can be accessed remotely for maintenance purposes. Prereq-
uisites are that the infrastructure allows remote access, that means that the interfaces are prepared and
the software version is at least 5.01 for the RADAR/MULTIPILOT/TRACKPILOT system.
Remote Maintenance is limited to the download of software versions, configuration files and error logs of
- Radar 1x00
- Chartradar 1x00
- Multipilot 1x00
- Trackpilot 1x00
- VDR DEBEG 4300
It brings the service organisation of SAM-Electronics into the position to carry out a more effective
service, because detailed knowledge about the cause of the reported problem is possible in advance.
☞Remote Maintenance access does not have any influence on the functionality of the subsys-
tems in question.
Once a remote maintenance request takes place, an informa-
tion window appears as a dialog box.
After positive confirmation the Remote Access is established

and will be indicated by the information EXTERNAL ACCESS
ACTIVE on the indicator that is assigned sensor master.
All other indicators indicate the information EXTERNAL

ACCESS while file transfer takes place.
After successful download of the data (depending on the available bandwidth it may take up to 5 minutes)
and closing of the connection by the remote operator, the information line will automatically disappear.
This indicates that the Remote access has been finished.
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46 Care and Maintenance Work MULTIPILOT
46.3 Remote Maintenance Operating Instructions
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MULTIPILOT 47 Performance Monitor
47 Performance Monitor

◆ Checking the transmitter performance
◆ Checking the receiver sensitivity
With the performance monitor, the transmitter performance and the receiver sensitivity can be checked.
To check the transmitter performance, the antenna gearbox contains an auxiliary antenna in the radi-
ating region of the main antenna. The signal received by this auxiliary antenna is processed and
produces a "good/bad" display. This check thus covers the entire RF transmitting branch of the trans-
ceiver, including the magnetron (which is subject to natural aging), the waveguide and the antenna.
The receiver sensitivity is checked by inputting a signal directly at the receiver input, which leads to a
"good" display if, and only if, the amplification is adequate.
Performing the Test

IMPORTANT:
During the test, the radar cannot be used for navigation.
1. Perform tuning as described in Section 4.2.
MENU
2. Click on the buttons MENU, UTILITIES and PERFORM- 2.DO UTILITIES
ANCE MONITOR one after the other. After the safety-
related question which then appears has been answered 3.DO PERFORMANCE MONITOR
suitably, the radar is automatically switched to the following
settings:
- RANGE = 24 NM
- RAIN = 0
- SEA = 0
- CLEAN SWP = OFF
- IR = OFF
If the high revolution rate of the antenna is switched on, a switch-over to the normal revolution rate
takes place automatically.
Beside the GAIN field, the coloured symbol PM appears. indicating that the performance monitor is
switched on.
3. Perform tuning and set the gain so that the noise is only just visible and no more.
4. On the PPI, a sector is displayed as the result for the check of the transmitting performance, and a
circle is displayed as the result for the check of the receiving performance.
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47 Performance Monitor MULTIPILOT
16 NM if the transmitting performance is adequate
4 - 6 NM if the receiving sensitivity is adequate
The desired display produced by the Performance Monitor
Evaluation:
If the sector has a radius of about 16 NM, the transmitting performance is adequate.
☞ The transmitting performance is permitted to drop by 6 dB relative to the nominal performance
and still be regarded as adequate. The sector then still has a radius of approximately 16 NM. If
the transmitting performance drops by more than 6 dB, the sector radius is reduced to 6 NM or
less.
The receiving sensitivity is adequate if the circle has a radius of at least 4 NM.
☞ The receiving sensitivity is permitted to drop by 5 dB relative to the nominal sensitivity and still
be regarded as adequate. The radius of 4 NM corresponds to a reduction of 5 dB.
WARNING:
If these displays do not have the values mentioned, this means that the
performance quality of the radar system is no longer adequate for safe
radar operation. Request service!
☞ Not only the magnetron that is being checked with this test but also the toothed belts of the
antenna gearing are expendable parts. Therefore, if the test shows that the magnetron has
reached the end of its useful life, the toothed belts also must be exchanged during the neces-
sary service work.
5. Switch off the performance monitor by clicking on the symbol PM .
6. Perform tuning as described in Section 4.2.
7. Check the elapsed time of the magnetron as described in chapter 49.1
For a maintenance schedule please refer to the Technical Manual

ED3051G442, Chapter Maintenance
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MULTIPILOT 48 Check of the Monitor Performance
48 Check of the Monitor Performance
Subject of this Section:

◆ Verifying the correct colour reproduction of the monitors
To ensure that the symbols and other objects of the electronic chart can be interpreted correctly, it is
essential that the colours are being displayed correctly. However, monitors are subject to technical influ-
ences which can cause falsification of colour reproduction. Such processes, which are usually due to
aging, take place over a period of years or are caused by external influences, e.g. in the case of monitors
with cathode ray tubes they are caused by magnetic fields from adjacent units.
For the use of the ENC charts, a possibility of checking the colour reproduction of the monitor has there-
fore been stipulated as a requirement. If the checks described in the following are unsuccessful, then in
the case of monitors with cathode ray tubes degaussing must be performed (see also page 36) or colour
adjustment of the monitor must be carried out by service personnel. In extreme cases it may be neces-
sary to replace the monitor.
This check should be performed annually on all monitors 1), especially if the equipment is approved as an
ECDIS.
☞ This check was originally prescribed for CRT monitors, which from many years of experience had
been known to be subject to ageing, leading to a falsification of their colour reproduction. As long as
sufficient experience has not yet been obtained in this regard for the TFT monitors in use today, this
check should also be applied to them.
☞ All TFT monitors which have originally been delivered and approved by SAM Electronics have a
response time (luminance persistance) of more than 1 ms.
The test consists of two parts:
Test of the Grey Values

The test should be performed in daylight.
1. Display any ENC chart, and set the brilliance to BRIGHT DAY.
contents, and click on Show Greyscale Test Diagram in the data column. 2)
3. The test bars which then appear must be displayed in graded shades of grey, and must only have
very slight colour components or none at all.
Test of the Colour Display

The test should be performed with various room brightnesses, and definitely also at night with the colour
palette DARK NIGHT.
1. Display any ENC chart and adjust the colour palette to suit the room brightness.
contents, and click on Show Colour Diff. Diagram in the data column. 2)
3. In all rectangles displayed, there is a diagonal line with a different colour. All lines must be clearly
recognisable.
1)
The aging characteristics of monitors having flat screens (TFT) are not yet known. Until appropriate experience has been acquired, the
checks should be performed for these monitors too.
2)
The diagram appears in the 2nd CHART window, which possibly opens automatically as a result of the process described. If the 2nd
CHART window was open, all settings of the 2nd CHART window are overwritten by the process described.
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48 Check of the Monitor Performance MULTIPILOT
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MULTIPILOT 49 System Maintenance Manager
49 System Maintenance Manager

◆ Determining the versions of software, hardware and documenta-
tion
◆ Listing the system faults
◆ Copying the data of versions and the system faults to a diskette
◆ Off-line self checks
◆ Checking / correcting the computer time
◆ Copying and saving the map data
◆ The handling of diskettes
◆ Restarting the radar indicator
The System Maintenance Manager is a subroutine which is installed for maintenance purposes but also
provides the following functions for the operator.
IMPORTANT:
The window of the System Maintenance Manager partly covers the PPI.
Therefore, the System Maintenance Manager may be started only if the
radar system is not being used for navigation.
This opens the Selfcheck index This opens the Tools index card; This opens the Telemonitoring Data
card; for illustration, see page 380 for illustration, see page 384 index card; for illustration, see page 378
DO
MENU
UTILITIES
MAINTENANCE
This switches off the System

Maintenance Manager.
Do not use Restarts the radar indicator, see page 388
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49 System Maintenance Manager MULTIPILOT
49.1 Determining the Versions of Software, Hardware and Documentation Operating Instructions
Switching the System Maintenance Manager On

Click on the buttons MENU, UTILITIES and MAINTENANCE one after the other. After the safety-related
question which then appears has been answered suitably, the window of the System Maintenance
Manager appears.
The window is organised in the form of a card index box. Only the Selfcheck, Telemonitoring Data and
Tools index cards contain operator functions. The superordinate key ASCII Keyboard shall not be used
by the operator.
Switching Off the System Maintenance Manager

In the window of the System Maintenance Manager, click on the Exit button.
49.1 Determining the Versions of Software, Hardware and Documentation
The versions of the unit's software and hardware can be indicated, as well as the appropriate version of
the customer documentation: Click on the index card Telemonitoring Data, and then click on Versions.
The following then appears:
- MULTIPILOT: The software version of the unit
- Documentation: The number and revision index of the associated documentation. These data must
be present on the title pages of the documents used.
- IMB Image: Software version of the IMB (the central assembly on which the program is stored).
- AIS: Software version of the AIS electronics unit.
- PCB Versions: The electronics assemblies installed, with their software versions
- Magnetron working hours: displays the operation duration of the magnetron.
☞ These data, together with the system fault lists, can be transferred as a file to diskette - see page
379.
49.2 Listing the System Faults
System faults that have occurred (which generate the alarm indication SYSTEM FAULT) can be listed.
The list can be transferred as a file to diskette, and is then available for further transfer. This function,
which is provided for service use, is also accessible to the operator because, in the event a fault, a
service visit can be better prepared or even omitted if the service station can be informed of the fault
codes beforehand.
Listing the Currently Existing System Faults

Click on the Telemonitoring Data index card, and then click on Faults. All system faults that exist at the
time are listed under Present Faults. New faults are added to the list if and only if the square in the
Faults button is green (can be switched on and off by clicking of the Faults button).
Listing the System Faults that have Occurred

After clicking of the Fault History button, two lists appear additionally:
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Operating Instructions 49.2 Listing the System Faults
Fault History: Contains all faults that have occurred since switch-on of the indicator, in the sequence in
which they first appeared. Contents:
Date/Time: Time of the most recent occurrence
Count: Number of occurrences since switch-on of the unit
Fault: Fault code
Dev, Subdev: Unit/assembly in which the fault occurred
Info: Brief description of the fault
List of system faults
Listing the system faults

that have occurred
This deletes the
This produces a list of the display of data
system faults that exist
Green: The fault list is With this, the
continually updated fault data and
information
about the
versions are
Display of the versions of software, transferred to
hardware and documentation; see diskette
Section 49.1
System Integrity Faults: If an entire process fails, this event is recorded here. Contents:
Time: The time of the most recent failure,
Count: Number of failures since switch-on of the unit,
Task: The process that has failed.
Transferring the Fault Data and Version Data to Diskette

Put a DOS-formatted 3.5" diskette into the diskette drive 1) and click on Save to Disk.
The ASCII file TMD.txt is then copied onto the diskette. This file contains
- identification data of the ship, and the current date,
- the version data which can be determined according to Section 49.1,
- the Fault History list,
- the System Integrity Faults list.
1) The write protect function must be in the switched-off state, i.e. the bottom left-hand hole must be closed.
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49.3 Off-Line Self check Operating Instructions
49.3 Off-Line Self check
With the self check, important components of the radar system can be checked. The ARPA function test
permits periodical checking of the ARPA's performance features.
Starting the Self check

1. Click on the Selfcheck index card.
2. In the list, click on the desired check.
3. Click on the Start Test button. The window of the System Maintenance Manager disappears, and
the box of the relevant self-test appears.
1.DO
2.DO
Click on the desired self check
3.DO
Start the selected

check function
Ending the Self check

At top right in the boxes of the self-test, there is an button containing a cross. By the clicking of this
button, the test is ended.
Testing the Trackball and the (optional) Keyboard

In the list, select Keyboard. After the start, a schematic picture of the operating elements appears.
If, when the keys in that picture are operated, the corresponding field gives a coloured flash of light, this
means that the key is functioning properly.
If the coordinate values displayed at the trackball symbol change in accordance with the trackball move-
ment, this means that the trackball is functioning properly.
If the boxes situated at the rotary knob symbols fill up in accordance with the operation of the rotary
knobs, this means that the rotary knobs are functioning properly.
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Operating Instructions 49.3 Off-Line Self check
Testing the Acoustic Alarm

In the list, select Buzzer. After the start, a list of the various acoustic alarm signals appears.
If, after you have clicked on the button that exists there, the relevant acoustic signal is sounded, this
means that the acoustic alarm is OK.
Testing the Map Memory

In the list, select IMB Map Storage Test. After the start, the test result appears under Selfcheck
Messages.
Checking the Image Processing of the Radar Video

In the list, select RSC Test Pictures. After the start, a list of the various test figures that can be displayed
appears. By means of these test figures, you can determine whether the radar scan converter (RSC) is
working properly.
☞ In the case of pictures 1 to 3, only the brilliance adjustment function is acting; in the case of pictures
4 to 6, the adjustment functions for gain and range are acting additionally.
Picture 1
In each row of blue to yellow squares, the
yellow intensity must increase from left to
right.
The squares move slowly downwards.
Picture 2
In the middle square, 16 colours are displayed
cyclically one after another.
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49.3 Off-Line Self check Operating Instructions
Picture 3
Each of the four sectors has eight intensities.
They are moved round in the clockwise direc-
tion.
Picture 4
The illustration shows the test picture in the
following case:
- Range: 6 NM
- Gain: Normal setting
Picture 5
following case:
- Range: 6 NM
- Gain: 90%
If the gain is reduced, the intensity of the rings
decreases, beginning with the inner rings of
the sets of six.
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Operating Instructions 49.3 Off-Line Self check
Picture 6
following case:
- Range: 24 NM
- Gain: Maximum
Each of the broad rings consists of rings
arranged inside each other without gaps. If the
gain is reduced, the intensity of these rings
decreases, beginning with the inner ring.
ARPA Function Test

By means of the ARPA function test, the overall performance of the ARPA can be assessed. This should
be done periodically.
Set range to 6 NM. In the list, select ARPA.
After the start, this picture appears. The indi-
vidual echoes displayed are synthetic targets:
- It must be possible to acquire them
manually.
- When the acquisition / guard zone is
placed over one or more targets, auto-
matic acquisition must take place,
together with the associated symbols and
alarms. The targets must be tracked
automatically.
- All targets travel along with your own
ship. Therefore, their true courses and
true speeds must be the same as your
own ship's course and speed.
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49.4 Checking / Correcting the Computer Time Operating Instructions
49.4 Checking / Correcting the Computer Time
As long as the system is receiving the date and time via a connected sensor (e.g. from a GPS receiver),
these data are displayed in the relevant displays of the system, e.g. in the Quick Info box of the radar
indicator 1). If this external information is missing, the date and time with which the internal clock of the
relevant display electronics unit's computer is running (computer time) are displayed instead.
So that the displayed time does not change if the sensor fails, a check should occasionally be made on
all radar indicators to make certain that the computer times are in agreement with UTC. If necessary, the
computer times must be corrected.
Checking the Computer Time

1. Click on the index card Tools.
2. Click on Date & Time.
3. System time and date are displayed under Set Time and Set Date.
Changing the Computer Time

1. Under Set Time or Set Date, click into the numerical field of the value that is to be changed.
2. Using the small keys in front of the numerical fields, set the values correctly to UTC.
☞ The set values have to be valid when the Apply & Save button will be clicked finally.
3. The set values are taken over by pressing of the Apply & Save button.
4. Restart the radar indicator, see page 388.
1.DO
Click on the value

that is to be
changed
By clicking, the computer

Change the value by time is set to the Set Time
means of these and Set Date
Handling of diskettes, Transmitting and saving

see page 388 map files, see page 385
Deleting map files, see

page 387
2.DO
1) Plus the zone time. The time received is UTC; the computer times too must be UTC.
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Operating Instructions 49.5 Distribution and Deletion of Map Data; Data Saving
49.5 Distribution and Deletion of Map Data; Data Saving
New or altered map data must be distributed to all radar indicators on which they are to be displayed. If
necessary, map data can also be deleted. It is recommended that the most recent set of data should be
saved on diskette.
☞ The most recent set of data should be available on all radar indicators (unless there are particular
reasons opposing this). One of the advantages of this is that it prevents loss of the most recent data,
which would occur if map data on an indicator containing old data were edited and if the map data
were then distributed.
File Structure of the Map Data

For the division of the map data into individual files, the earth's surface is divided up into areas measuring
3° by 3°. All symbols and lines situated in such an area are grouped within a file.
☞ Lines going beyond one of these boundaries are cut at the boundary during the process of division
into files, and are joined together again when the files are called up for the purpose of display or
processing.
Furthermore, the earth's surface is divided up into areas measuring 15° by 15°. All map files belonging
to such an area are grouped within a catalog.
For the designation of the files and catalogs, the south-west corner of the area is used in all cases;
files have the file extension .D03, and catalogs have the extension .D15:
- The file S39E144.D03 contains all map data situated in the area bounded by the 39th and 36th
southern lines of latitude and by the 144th and 147th eastern lines of longitude.
- The catalog N15W075.D15 contains all map files of the data that are situated in the area bounded
by the 15th and 30th northern lines of latitude and by the 75th and 60th western lines of longitude.
☞ Just as a map file and the catalog are automatically created as soon as a symbol or line is edited
for the defined area, so are the file and (if applicable) the catalog deleted again as soon as there
are no longer any symbols and lines (or parts of lines) present in the area defined for the file and
catalog.
Special Features of the Lists of the System Maintenance Manager

The System Maintenance Manager uses a form of list which is
similar to that of other operating systems. Important special
features are:
Catalogs and files of the various levels are contained in one and
the same display.
Catalogs are designated by the symbol or , and files by
the symbol .
A minus sign in the square in front of the catalog symbol shows
that the catalog content is displayed. Clicking on a square with a
plus sign causes display of the catalog content.
☞ At the top of the list, the character "/" stands for the root (the
basic list). Marking of this entry selects the sum of all catalogs and files that are present in the list.
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49.5 Distribution and Deletion of Map Data; Data Saving Operating Instructions
Transferring Map Files to Other Radar Indicators

2. Click on Map Transfer, then on Transmit.
3. Click on the field under Destination. Mark the indicator to which the data are to be transferred, or
All indicators if the data are to be transferred to all installed radar indicators.
☞ The indicator designations listed here are identical to those entered in the header bar of the
System Maintenance Manager. If in doubt, switch on the System Maintenance Manager of the
destination unit, and have a look.
4. In the Files in Source list, mark the catalog or file that is to be transferred. If all files are to be trans-
ferred, mark the list entry at the top, designated by "/". By clicking on the Add >> button, put the
marked files and catalogs into the Files to Transfer list.
5. Repeat procedure 4 for other files/catalogs that are to be transferred.
☞ If too many files/catalogs have been entered by mistake, the content of the Files to Transfer
list can be deleted and procedure 4 can be repeated.
6. When all files/catalogs to be transferred have been entered, start the transfer by clicking on the
Transfer button.
During the transfer, an appropriate message appears below the Files in Source list and the data
currently being transferred are marked in the right-hand list.
Defining the transfer direction:

Transmit pressed: The transfer takes place from the indicator
being operated to the unit entered under Destination.
Receive pressed: The transfer takes place from the unit entered
under Source to the indicator being operated.
These catalogs and files are

present in the indicator These files/cata-
whose data are transferred. logs are trans-
ferred
If there is no CHARTPILOT
connected, the Track Transfer
button, with which the tracks
are transferred between the
radar systems, is situated here
- see page 387
Starts the transfer Transmit pressed: Selection and display of the units to
which the data are to be transferred.
Receive pressed: Selection and display of the unit
from which the data are to be transferred.
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Operating Instructions 49.5 Distribution and Deletion of Map Data; Data Saving
Transferring Map Files from Another Radar Indicator to the One being Operated
Similar to T r a n s f e r r i n g M a p F i l e s t o O t h e r R a d a r I n d i c a t o r s :
2. Click on Map Transfer, then on Receive.
3. Click on the field under Source. Mark the indicator from which the data are to be fetched.
4. In the Files in Source list, mark the catalog or file that is to be transferred. By clicking on the
Add >> button, put the marked files and catalogs into the Files to Transfer list.
5. Repeat procedure 4 for other files/catalogs that are to be transferred.
6. Start the transfer by clicking on the Transfer button.
Deleting Map Files

Similar to T r a n s f e r r i n g M a p F i l e s t o O t h e r R a d a r I n d i c a t o r s :
2. Click on Map Delete.
3. Click on the field under Source. Mark the indicator (or Diskette for the inserted diskette) on which
the data are to be deleted.
4. In the Files in Source list, mark the catalog or file that is to be deleted. By clicking on the Add >>
button, put the marked files and catalogs into the Files to Delete list.
5. Repeat procedure 4 for other files/catalogs that are to be deleted.
6. Click on the Delete button. After the safeguard question which then appears has been answered
with Yes, all map files entered in the Files in Source list which are contained in the data medium
selected in the Source field are irretrievably deleted.
Data Saving and Data Restoration

Data saving is done in the same way as T r a n s f e r r i n g M a p F i l e s t o O t h e r R a d a r I n d i c a t o r s , except that
a DOS-formatted 3.5" diskette is inserted in the diskette drive 1) and that in procedure 3 Diskette is
selected instead of an indicator.
☞ If a window containing the remark File ... does not fit on disk! opens up, the diskette is full: insert
a new diskette and click on Retry.
Data restoration is done in the same way as T r a n s f e r r i n g M a p F i l e s f r o m A n o t h e r R a d a r I n d i c a t o r t o
t h e O n e b e i n g O p e r a t e d , except that the saving diskette is inserted in the diskette drive and that in proce-
dure 3 Diskette is selected instead of an indicator.
1) The write protect function must be in the switched-off state, i.e. the bottom left-hand hole must be closed.
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49.6 The Handling of Diskettes Operating Instructions
49.6 The Handling of Diskettes
The most important diskette-handling actions that can be performed on any PC are also possible on the
radar indicator:
1. Click onto the index card Tools.
2. Put the diskette into the diskette drive and click on Diskette.
3. As a result of clicking on Info, the currently valid capacity data of the inserted diskette appear in the
frame 3.5" Diskette after a short waiting time.
As a result of clicking on Erase, all data on the diskette are erased after confirmation via a safeguard
question.
As a result of clicking on Format, the diskette is DOS-formatted after confirmation via a safeguard
question.
49.7 Restarting the Radar Indicator
If a malfunction occurs in the radar system in the modes mentioned, and if this malfunction cannot be
corrected by means of the operating actions described in this document, an attempt can be made to
correct the fault by restarting the radar indicator:
In the System Maintenance Manager, click on the Restart button, and answer Yes to the question which
then appears.
49.8 Behaviour on Failure of the Hard Disk Drive
A faulty hard disk drive can manifest itself as follows:

- Upon switch-on of the MULTIPILOT, the displays described fail to appear even after a long waiting
time of about 3 minutes.
- Charts and/or User Chart Objects cannot be displayed.
- The PPI/chart area is covered with a red rectangle. 1)
- A fault message "FATAL ERROR, UNEXPECTED END OF ... SYSTEM INTEGRITY DESTROYED!"
appears repeatedly in the top left-hand corner.
If faulty behaviour of this kind occurs, an attempt to correct the fault should first of all be made by
restarting the radar indicator as per Section 49.7 or by switching the display electronics unit off and on. 2)
If this is unsuccessful and the behaviour is caused by a faulty hard disk drive, the MULTIPILOT can be
operated as a RADARPILOT 3) until the fault has been corrected by service personnel.
Operating the MULTIPILOT as a RADARPILOT or CHARTRADAR

The switch-over of the MULTIPILOT so that it acts as a RADARPILOT or CHARTRADAR is done as
follows:
1. Put the MULTIPILOT 1100 Setup CD into the CD drive of the display electronics unit.
1)
This status can also have other causes - see page 327.
2) Switching the display electronics unit off and on can be done satisfactorily by operating the power switch of the display electronics unit.
This switch is situated beside the plug-in connection of the mains cable input on the display electronics unit. The alternative is to switch
the entire radar system off and on as per Section 2.1. After switching off, wait for a few seconds before switching on again.
3)
or, if the system configuration is appropriate, as a CHARTRADAR. The read-only memories of the MULTIPILOT additionally contain the
program that is necessary for this so that, if the hard disk drive fails, the radar function will continue to be assured.
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Operating Instructions 49.8 Behaviour on Failure of the Hard Disk Drive
2. Switch off the display electronics unit, wait for a few seconds, and then switch it on again. (For
switching off and on, see footnote on page 388)
3. In the window containing the message Begin with installation procedure?, click on the NO button.
4. In the window with the message Click YES to enable Backup System (IMB), NO to enable
Standard System (HDD)?, click on the YES button.
5. In the window with the message Enter operating system command mode?, click on the NO
button.
6. Remove the MULTIPILOT 1100 Setup CD from the CD drive.
7. Switch off the display electronics unit, wait for a few seconds, and then switch it on again.
The MULTIPILOT then starts up as a fully functioning RADARPILOT or CHARTRADAR, depending on
the system configuration. This status is indicated by the NO ECDIS OPERATION alarm, which cannot be
acknowledged.
☞ Strictly speaking, in this case the Operating Instructions of the RADARPILOT/CHARTRADAR 1100
are applicable. However, the functions remaining on the RADARPILOT or CHARTRADAR differ so
slightly from the corresponding functions of the MULTIPILOT that their operation on the basis of
knowledge of the MULTIPILOT operating procedures should not cause any difficulties.
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49.8 Behaviour on Failure of the Hard Disk Drive Operating Instructions
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MULTIPILOT Notes
Notes
Space for your notes:
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Notes MULTIPILOT
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Operating Instructions for MULTIPILOT 1100 Radar and Navigation Systems

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Operating Instructions

Item No.: ED3051G522 Revision: 01 (2009 -08) Order No.: 390005716

SAM Electronics GmbH

General Safety Precautions

Particular attention must be paid to the notes and warnings refer-

Correct interpretation of indicated data requires knowledge about the implemented

DANGER: High frequency radiation

Radius of the Radiation Danger Zone

1) IEC 61162-1 largely corresponds to NMEA 0183.

DANGER: Injury caused by a rotating antenna

When the radar system is switched to "ON", it is possible that, instead

DANGER: Dangerous voltage

Even when the equipment is switched off, there can be a dangerous

Because of the capacitors contained in the units, there can be a

General Safety Precautions

Even when NACOS is being used, non-observance of the safety

When NACOS is being used, the following points must be observed:

General Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2 Basic Settings; General Remarks about Operating . . . . . . . . . . . . . . . . . . . . . 27

3 Setting the PPI and the Chart Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55

4 Setting the Radar Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

5 Heading, Speed, Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97

6 Bearing and Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107

7 ARPA and AIS Target Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113

7.6 Target Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123

8 General Information about AIS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

9 AIS Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133

10 AIS Settings and Own AIS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139

11 AIS Aids-to-Navigation and Base Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . 145

12 Alarm Settings for Targets, Track- and Sensor Monitoring . . . . . . . . . . . . . 147

13 Trial Manoeuvres . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153

14 Events and Position Fixes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159

15 Editing of Pre-planned Tracks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161

16 Editing User Chart Objects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169

17 Editing the Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177

18 Displays in the Multidisplay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179

19 Quick Info Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185

20 Evaluation of the Radar Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187

ECDIS Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201

21 ECDIS on MULTIPILOT, Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203

22 2nd CHART Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207

23 INFO Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213

24 Chart Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217

25 Anchor Watch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225

26 Voyage Recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229

Conning Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231

27 The Displays in the Conning Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233

28 Overhead Displays and Portable Displays . . . . . . . . . . . . . . . . . . . . . . . . . . . 246

29 Display and Operating of the CONNINGPILOT . . . . . . . . . . . . . . . . . . . . . . . . 251

TRACKPILOT Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253

30 General Information about the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 255

30.3 Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256

31 Parameterisation of the TRACKPILOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261

32 Connecting the TRACKPILOT to the Steering Gear . . . . . . . . . . . . . . . . . . . . 269

33 Sailing in Heading Mode or Course Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273

34 Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281

35 Useful Information Regarding the Steering Modes . . . . . . . . . . . . . . . . . . . . 289

36 Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295

37 Utilities for the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301

SPEEDPILOT Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303

38 General Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 305

39 Sailing with the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309

40 Useful Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . 315