Anc 2010

Operating Instructions
NACOS Platinum Navigation

Software Versions 2.x
Combining the following applications:
RADARPILOT (with transceiver NG 3050 / NG 3051)

ECDISPILOT
TRACKPILOT
SPEEDPILOT
CONNINGPILOT
BNWAS
AIS, VDR, NAVTEX, Printer and other
Revision: 19 (2016-04) Order No.: 390008807

The radar transceivers of this NACOS Platinum system are FCC registered as follows:
X-Band 12.5 KW: Q07NG3050X12-5KW
X-Band 25 KW: Q07NG3050X25KW
S-Band 30 KW: Q07NG3051S30KW
For these units the following notes about FCC approval apply:
NOTE:
This equipment has been tested and found to comply with the limits for a Class A digital device, pursuant
to Part 15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful
interference when the equipment is operated in a commercial environment. This equipment generates,
uses, and can radiate radio frequency energy and, if not installed and used in accordance with the
instruction manual, may cause harmful interference to radio communications. Operation of this equip-
ment in a residential area is likely to cause harmful interference in which case the user will be required
to correct the interference at his own expense.
NOTICE:
This device complies with Part 15 of the FCC Rules.
Operation is subject to the following two conditions:
(1) this device may not cause harmful interference, and
(2) this device must accept any interference received, including interference that may cause undesired
operation.
NOTICE:
Changes or modifications made to this equipment not expressly approved by SAM Electronics GmbH in
Hamburg may void the FCC authorization to operate this equipment.
Radio-frequency radiation exposure information:

This equipment complies with FCC radiation exposure limits set forth for an uncontrolled environment.
This equipment should be installed and operated with minimum distance of 21 m between the radiator
and your body (30 KW S-Band Radar). For more details (i.e. X-Band and various antennas and trans-
mitting power) please refer to section A chapter 1.1.2 in this manual.
This transmitter must not be co-located or operating in conjunction with any other antenna or trans-
mitter.
© Wärtsilä SAM Electronics GmbH

The reproduction, distribution, and utilization of this document as well as the
communication of its content to others without explicit authorization is prohibited.
Offenders will be held liable for the payment of damages.
All rights reserved in the event of the grant of a patent, utility model, or design.
Alterations due to technical progress are reserved.
Wärtsilä 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: [email protected]
NACOS Platinum Navigation List of Contents
GENERAL
1 About these Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . 23
1.1 Aim, Scope and Validity of these Operating Instructions. . . . ... . . . . . . . . . 24
1.2 Structure of the Operating Instructions . . . . . . . . . . . . . . . . ... . . . . . . . . . 25
1.3 How to Scroll through this Document . . . . . . . . . . . . . . . . . ... . . . . . . . . . 25
1.4 Typographical Conventions . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . 25
2 Safety Precautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2.1 Warnings and Notes in these Operating Instructions . . . . . .. . . . . . . . . . . . 27
2.2 General Safety Note. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 28
2.3 Authorisation and Qualification of Personnel . . . . . . . . . . . .. . . . . . . . . . . . 28
2.4 Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . 29
2.5 Chart Updates and Safety Inspections. . . . . . . . . . . . . . . . .. . . . . . . . . . . . 29
3 Start-up and Shut-down of MFDs . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.1 Automatic Restart of MFDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
QUICK START GUIDE

1 Default and User Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
1.1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
1.2 Favorite Settings for RADAR and ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
2 Man Overboard Function (MOB) . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3 Brief Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
SYSTEM DESCRIPTION
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
1.1 Platinum System Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
1.2 Platinum System Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
2 MFD (Multi-Function Display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 49
2.2 Display Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 50
2.3 TFT Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 51
2.3.1 Navigation Monitors . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 51
2.3.2 Automation Monitors . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 51
2.4 Operating Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 52
2.4.1 The RADAR and Trackpilot Keyboard. . . . . . . . . . . . . . ..... . . . . . . . . . 52
2.4.2 The ASCII Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 52
2.4.3 Trackball and Mouse . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . 53
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List of Contents NACOS Platinum Navigation
2.4.4 DO and MORE Key of Mouse or Trackball . . . . . . . . . . . . . . . . . . . . . . . . 54

3 Style Guide. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.1 Screen Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
3.1.1 Title Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
3.1.2 Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
3.1.3 Sidebar - Permanent Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3.1.4 Sidebar - Non-Permanent Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
3.1.5 Menu Bar and Full Screen Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
3.1.6 Split Window (Navigation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
3.1.7 Split Window (Automation). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
3.2 Lists & Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
3.3 Dialogues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
3.4 Overview of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
3.5 Details of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
3.6 Further Details of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
3.7 Alert Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
3.8 Mouse Pointers and Clicks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
3.9 Consistent Manual Inputs & Erroneous Input Handling . . . . . . . . . . . . . . . . . 70
3.10 Handling of Automatic Control Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
3.11 Indication of Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
4 Applications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
4.1 RADAR Application. . . . . . . . . . . . . . . . . . . . ........ . . . . . . . . . . . . . . . 74
4.2 ECDIS Application . . . . . . . . . . . . . . . . . . . . ........ . . . . . . . . . . . . . . . 75
4.3 CONNING Application. . . . . . . . . . . . . . . . . . ........ . . . . . . . . . . . . . . . 76
4.4 TRACKPILOT Application . . . . . . . . . . . . . . . ........ . . . . . . . . . . . . . . . 77
4.5 AUTOMATION Application. . . . . . . . . . . . . . . ........ . . . . . . . . . . . . . . . 78
5 Platinum System Approved for INS . . . . . . . . . . . . . . . . . . . . . . . 79
6 Show Actual INS Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . 80
7 FMEA for Minimum INS Configuration. . . . . . . . . . . . . . . . . . . . . . 81
7.1 System Boundaries . . . . . . . . . . . . . . . . ........... . . .... . . . . . . . . . 81
7.2 System Requirements . . . . . . . . . . . . . . ........... . . .... . . . . . . . . . 81
7.3 Case 1 - MFD (workstation) Failed . . . . . ........... . . .... . . . . . . . . . 82
7.4 Case 2 - Sensor Interface Failed. . . . . . . ........... . . .... . . . . . . . . . 83
7.5 Case 3 - Radar Antenna Unit Failed . . . . ........... . . .... . . . . . . . . . 84
7.6 Case 4 – Network Switch Failed . . . . . . . ........... . . .... . . . . . . . . . 85
7.7 Case 5 – Network Cable Failed. . . . . . . . ........... . . .... . . . . . . . . . 86
7.8 Case 6 – Trackpilot Electronics Failed . . . ........... . . .... . . . . . . . . . 87
7.9 Case 7 - Sensor Data Failed. . . . . . . . . . ........... . . .... . . . . . . . . . 88
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7.10 Case 8 - Power Failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

8 Applicable Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
9 Data Exchange within INS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
9.1 Navigation Sensor Data . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 91
9.2 Navigation System Data (CCRS Data) . . . . . . . . . . . . . . ..... . . . . . . . . . . 91
9.3 Installation Data about Sensors etc. . . . . . . . . . . . . . . . ..... . . . . . . . . . . 92
9.4 Radar Video and Target Data . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 92
9.5 Chart Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 92
9.6 User Settings and Controls, User Symbols . . . . . . . . . . . ..... . . . . . . . . . . 93
9.7 AIS Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 93
9.8 NAVTEX Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 93
9.9 Engine and Automation Data and Commands . . . . . . . . ..... . . . . . . . . . . 94
9.10 The Timing of Sensor Data . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 95
9.10.1 Data Latency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 95
9.10.2 Data Timeout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 95
9.11 The Integrity Monitoring of Sensor Data . . . . . . . . . . . . ..... . . . . . . . . . . 96
9.12 Dataflow Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . . . . . . . . . . 97
9.13 Common Functions for Applications. . . . . . . . . . . . . . . . ..... . . . . . . . . . . 98
10 Approved System Layouts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
10.1 Layout for Additional Class Notations AUT-OC (ICS) and AUT-OVS (ICS) . . . . 99
10.2 Layout for Additional Class Notation AUT-AW (ICS) . . . . . . . . . . . . . . . . . . 100
SETTINGS
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
1.1 Structure of the Settings Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
2 Default or S-Mode Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
2.1 Default Sidebar Settings for ECDIS . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . 108
2.2 Default Presentation Settings for ECDIS . . . . . . . . . . .. . . .. . . . . . . . . . . 109
2.3 Default Alert Settings for ECDIS . . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . 110
2.4 Default Hazard Presentation Settings for ECDIS . . . . . .. . . .. . . . . . . . . . . 111
2.5 Default Layer Settings for ECDIS . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . 112
2.6 Summarized List of Default Settings for ECDIS . . . . . .. . . .. . . . . . . . . . . 113
2.7 Default Settings for RADAR . . . . . . . . . . . . . . . . . . . .. . . .. . . . . . . . . . . 114
3 AIS Settings (if AIS is connected) . . . . . . . . . . . . . . . . . . . . . . . . 115
3.1 Channel Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
3.2 Transmitter ON/OFF and Long-range Mode (Earlier AIS Model). . . . . . . . . . 117
3.3 Transmitter ON/OFF and Long-range Mode (AIS Model after 2010). . . . . . . 118
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3.4 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

3.5 AIS Test (SAAB R5 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
4 Settings for Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
4.1 Setting the Depth Limit Alarm . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 122
4.2 Escalation of Alerts . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 122
4.3 ECDIS Alerts and Look-Ahead Sector . . . .. . . . . . . . . . . . . . . . . . . . . . . . 123
4.4 Acquisition / Guard Zone Settings. . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 124
4.5 Dangerous Targets Settings . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . 125
5 Settings for Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
5.1 Settings for Chart Presentation (if ECDISPILOT is installed) . . . . . . . . . . . . 127
5.2 Settings for Safety Contour and Depth Presentation (in ECDIS) . . . . . . . . . 128
5.3 Settings for Presentation of ECDIS Hazards . . . . . . . . . . . . . . . . . . . . . . . . 129
5.4 Own Ship Symbol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
5.5 Route Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
5.6 Display of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
5.7 Display of AIS-SART, AIS-MOB, and AIS-EPIRB Devices . . . . . . . . . . . . . . . 133
5.8 TM - True Motion Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
5.9 Presentation of User Defined Symbols. . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
6 Radar (if MULTIPILOT is installed) . . . . . . . . . . . . . . . . . . . . . . . .136
6.1 Radar Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
7 Sensor Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138
7.1 Draught Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
7.2 Sensor Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
7.3 Remove Sensors from Auto Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
GENERAL FUNCTIONS
1 The Consistent Common Reference System (CCRS). . . . . . . . . . . .145
2 Graphical User Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .147
2.1 Super Home . . . . . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 147
2.2 Application Screen Layout . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 148
2.3 Title Bar . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 149
2.3.1 Dimming . . . . . . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 150
2.3.2 Date and Time . . . . . . . . . . . . . . . . . .. . . . . . ... . . . . . . . . . . . . . . . 151
3 Alive Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .153
4 The Navigation Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
4.1 Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
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4.1.1 Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

4.1.2 Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
4.1.3 Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
4.1.4 REF - Reference for CCRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
4.1.5 Screen Stabilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
4.2 Navigation Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
4.2.1 Integrity Marking of Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
4.2.2 General about Heading and Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
4.2.3 HDG - Heading Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
4.2.4 General about Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
4.2.5 STW - Speed through Water . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
4.2.6 COG - Course over Ground. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
4.2.7 SOG - Speed over Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
4.2.8 Set Drift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
4.2.9 General about Position Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
4.2.10 Position Sensor Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
4.2.11 Position Integrity Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
4.2.12 General about Position Adjust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
4.2.13 Correction by Position Adjust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
4.3 Vector and Trails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
4.3.1 Ground / Water Stabilization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
4.3.2 Vector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
4.3.3 Trails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
4.3.4 Plot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182
4.3.5 Predict . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
4.4 Charts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
4.4.1 The Chart Status Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
4.5 Display of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
4.6 Trial Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
4.6.1 Switching On the Trial Maneuver Dialogue Window . . . . . . . . . . . . . . . . 188
4.6.2 The Trial Maneuver in REL Vector Mode . . . . . . . . . . . . . . . . . . . . . . . . 189
4.6.3 Simulating a Course Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
4.6.4 Setting the Delay and the Speed of the Simulated Maneuver . . . . . . . . . 191
4.6.5 The Trial Maneuver in True Vector Mode. . . . . . . . . . . . . . . . . . . . . . . . 192
4.6.6 Checking the Trial Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
4.6.7 Further Information about the Trial Maneuver . . . . . . . . . . . . . . . . . . . . 194
5 The Menu Bar with Home, S-Mode and MOB. . . . . . . . . . . . . . . . 195
6 Voyage Recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
7 Operator Activity Monitoring ("Dead-Man" Switch) . . . . . . . . . . . . 197
CHART FUNCTIONS
1 Introduction and Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
1.1 ECDIS Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
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1.2 Cursor Pick and Context Menus . . . . . . . .......... . . . . . . . . . . . . . . . 203

1.3 The Chart Information Window. . . . . . . . .......... . . . . . . . . . . . . . . . 204
1.4 Full Screen Mode and Split Window . . . . .......... . . . . . . . . . . . . . . . 205
1.4.1 Full Screen Mode . . . . . . . . . . . . . . . . .......... . . . . . . . . . . . . . . . 205
1.4.2 Split Window . . . . . . . . . . . . . . . . . . . .......... . . . . . . . . . . . . . . . 206
1.5 The Pan and Zoom Control . . . . . . . . . . .......... . . . . . . . . . . . . . . . 207
1.6 The ECDIS Chart1 . . . . . . . . . . . . . . . . . .......... . . . . . . . . . . . . . . . 208
1.7 Color and Contrast Examination . . . . . . . .......... . . . . . . . . . . . . . . . 209
2 Display of ENC Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .211
2.1 Categories of Display Groups . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
2.2 Select a Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
2.3 Select the Primary Chart Information Set (PCIS) . . . . . . . . . . . . . . . . . . . . 214
2.4 Indication of Category in the Status Line . . . . . . . . . . . . . . . . . . . . . . . . . 214
2.5 Not for Polar Regions (>85 deg) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
2.6 Advanced Chart Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
2.7 Switch on Conditionally Displayed Features . . . . . . . . . . . . . . . . . . . . . . . . 216
2.8 Depth Contour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
2.9 Tool Tip Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
3 Display of Raster Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
3.1 Change to ARCS and Select Chart Style . . .......... . . . . . . . . . . . . . . 220
3.2 Status Line and Position Failure Indication .......... . . . . . . . . . . . . . . 221
3.3 Chart Information Window . . . . . . . . . . . . .......... . . . . . . . . . . . . . . 222
3.4 No Radar Overlay . . . . . . . . . . . . . . . . . . .......... . . . . . . . . . . . . . . 222
3.5 Not for Polar Regions (>85 deg) . . . . . . . .......... . . . . . . . . . . . . . . 222
3.6 Chart Datum and Datum Mismatch . . . . . . .......... . . . . . . . . . . . . . . 223
3.7 ECDIS Alerts and RCDS Options . . . . . . . . .......... . . . . . . . . . . . . . . 224
4 Display of Admiralty Information Overlay (AIO). . . . . . . . . . . . . . .225
4.1 Using the Overlay in the Navigation Process . . . . . . . . . . . . . . . . . . . . . . . 225
4.2 Displaying the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
TARGET HANDLING
1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .229
2 ARPA Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
3 AIS Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231
4 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .232
5 Manual Target Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233
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6 Automatic Target Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234

7 Prerequisites for the Collision Avoidance Computation . . . . . . . . . 235
8 Deletion and Loss of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
9 Target List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
9.1 Critical Target and Details of a Selected Target . . . . . . . . . . . . . . . . . . . . . 238
10 Show List of Received AIS Safety Messages . . . . . . . . . . . . . . . . 239
10.1 Transmit AIS Safety Message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
RADAR FUNCTIONS
1 RADAR Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
1.1 RADAR Safety – Electrical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
1.2 RADAR Safety – Radiation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
1.3 RADAR Safety – Mechanical Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
2 RADAR Standards and Approval . . . . . . . . . . . . . . . . . . . . . . . . . 247
2.1 Overview about HW and SW Versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
3 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
3.1 Layout with Five Workstations and Conning. . . . . . . . . . . . . . . . . . . . . . . . 250
3.2 Overview about Failure Modes and Measures . . . . . . . . . . . . . . . . . . . . . . 251
3.3 RADAR Malfunctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
3.3.1 Recovery Time after Power Break-down at the Radar Scanner . . . . . . . . 252
4 The RADAR Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 253
4.1 Select the RADAR Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
4.2 Select the Master Workstation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
4.3 Select the RADAR Pulse Length . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
4.4 Adjusting the RADAR Transceiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
4.5 Setting the RADAR Gain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
4.6 Setting the Anti-clutter Sea Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
4.7 Setting the Rain Clutter Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
4.8 Setting the Enhance Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
4.9 Setting the Video Emphasis and Hiding Video or Overlay . . . . . . . . . . . . . . 262
4.10 Summary of the Recommended Settings . . . . . . . . . . . . . . . . . . . . . . . . . . 263
5 The RADAR Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
6 The RADAR Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
6.1 The Pan and Zoom Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
6.2 Presentation of Vessel Outline in Small Ranges . . . . . . . . . . . . . . . . . . . . . 267
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6.3 Context Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268

7 RADAR Specific Target Handling . . . . . . . . . . . . . . . . . . . . . . . . .269
7.1 ARPA Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . 270
7.2 AIS Targets. . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . 271
7.3 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . 272
7.4 Manual Target Acquisition . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . 273
7.5 Reference Target Tracking . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . 274
8 ARPA Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275
9 Chart Radar Mode (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . .276
9.1 Selection of Charts and Hiding of the Chart Background . . . . . . . . . . . . . . 277
9.2 Reference, Range Scale and Matching of Chart with RADAR. . . . . . . . . . . . 278
9.3 Selecting the Display Group or a Category of Groups. . . . . . . . . . . . . . . . . 279
9.4 Chart Radar Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
9.5 Application Area Context Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281
9.6 Presentation of Depth Colors in the Chart . . . . . . . . . . . . . . . . . . . . . . . . . 282
9.7 Main Differences between Chart Radar and ECDIS Mode . . . . . . . . . . . . . . 283
9.8 Priority of Layers in Chart Radar Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
10 Multi-Antenna Operation (optional). . . . . . . . . . . . . . . . . . . . . . . .286
10.1 Transceiver Group and Master-Slave Selection . . . . . . . . . . . . . . . . . . . . . . 287
10.2 RADAR Video Settings and Reference Position . . . . . . . . . . . . . . . . . . . . . . 288
10.3 Dead Zones and Target Handling between Antennas . . . . . . . . . . . . . . . . . 289
10.4 Example for Multi-Antenna Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
11 Radar for HSC Operation (optional) . . . . . . . . . . . . . . . . . . . . . . .291
12 Checking the RADAR Function . . . . . . . . . . . . . . . . . . . . . . . . . . .292
12.1 Performance Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
13 Setting and Evaluation of the RADAR Video . . . . . . . . . . . . . . . . .294
13.1 RADAR Accuracy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 295
13.2 Achievable RADAR Range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
13.3 Distortions of the RADAR Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297
13.4 Undesirable Echo Displays and Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . 299
13.5 Reduced Range by Rain in X-Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300
13.6 Reduced Range by Rain in S-Band . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301
13.7 Disturbances by Reflections from the Sea Surface . . . . . . . . . . . . . . . . . . . 302
13.8 Other Disturbances . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
13.9 Sector Blanking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304
13.10 RADAR Setting for RACON and SART Codes and Target Enhancers. . . . . . . 305
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13.10.1 RADAR Setting for SART Detection (X-Band only) . . . . . . . . . . . . . . . . . 306
NAVIGATION TOOLS
1 Overview of Navigation Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
2 MOB Drift Calculation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
3 EBL & VRM - Bearing Line, Range Marker and Rulers . . . . . . . . . 313
3.1 EBL - Electronic Bearing Line . . . . . . . . . . . . . . . . . . . ....... ...... . . 314
3.2 VRM - Variable Range Markers . . . . . . . . . . . . . . . . . . ....... ...... . . 315
3.3 Operating VRM and EBL Jointly . . . . . . . . . . . . . . . . . ....... ...... . . 316
3.4 Rulers for Quick Distance Measurements . . . . . . . . . . . ....... ...... . . 317
3.5 Drift Compensated Ruler for Dead Reckoning (Optional Tool) . . . ...... . . 318
4 User Symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
4.1 Placing a User Symbol - Graphic Mode . . . . . . . . . . . . . . . ....... . . . . . 320
4.2 Adjusting a Symbol - Numeric Mode . . . . . . . . . . . . . . . . . ....... . . . . . 321
4.3 Adjusting a Symbol - UTM Data Entry . . . . . . . . . . . . . . . . ....... . . . . . 322
4.4 Placing an Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... . . . . . 324
4.5 Removing or Modifying an Area . . . . . . . . . . . . . . . . . . . . ....... . . . . . 325
4.6 Placing a Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... . . . . . 326
4.7 Danger Bearing or Clearing Lines . . . . . . . . . . . . . . . . . . . ....... . . . . . 327
4.8 Events and Text . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... . . . . . 328
4.9 Switching Off the User Symbol Layer . . . . . . . . . . . . . . . . ....... . . . . . 329
4.10 Assigning User Symbols to a Visibility Group . . . . . . . . . . . ....... . . . . . 330
4.11 Modifying Assignment & Details of User Symbols . . . . . . . . ....... . . . . . 331
4.12 Protecting All User Symbols of a Group against Unintended Shifting . . . . . . 332
4.13 Table-based Editor for Lines and Areas . . . . . . . . . . . . . . . ....... . . . . . 333
5 Pilotage or Parallel Index Lines. . . . . . . . . . . . . . . . . . . . . . . . . . 335
6 Anchor Watch Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
6.1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 336
6.2 Set the Anchor Position . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 337
6.3 Perform the Anchoring Maneuver . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 338
6.4 Activate and Deactivate Anchor Monitoring . . . . . . . .. . . . . . . . . . . . . . . . 339
6.5 Delete the Monitoring Sector . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 340
6.6 Alarms During Anchor Monitoring . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . 340
7 LOP - Lines of Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
7.1 LOP - Known Bearing and Range to a Landmark . . . . . . . . . . . . . . . . . . . . 342
7.2 LOP - Known Bearing to two Landmarks (Cross Bearing) . . . . . . . . . . . . . . 343
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7.3 LOP - Known Bearing at two Times (Transferred Base Line). . . . . . . . . . . . 344
7.4 Further Hints on Lines of Position. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
8 OBD - Optical Bearing Device (optional tool for ECDIS) . . . . . . . . .346
8.1 OBD - Known Bearing to two Landmarks (Cross Bearing). . . . . . . . . . . . . . 347
8.2 OBD - Known Bearing at two Times (Transferred Base Line) . . . . . . . . . . . 348
8.3 OBD - Shifting the Bearing Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
8.4 OBD - Set DR Origin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
9 ODD - Optical Detection Device (optional tool for RADAR). . . . . . .351
10 NAVTEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .352
10.1 Displaying Received NAVTEX Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
11 Current Prediction (optional tool for ECDIS) . . . . . . . . . . . . . . . . .355
12 Helicopter Guidance (optional tool for RADAR) . . . . . . . . . . . . . . .356
12.1 Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
12.2 Basic Operating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357
12.3 Adjust and Hide the HELO Landing Path . . . . . . . . . . . . . . . . . . . . . . . . . . 357
12.4 Set Flying Course of Ship to Catch the Helicopter . . . . . . . . . . . . . . . . . . . 358
ROUTE PLANNING AND MONITORING

1 Route Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .361
1.1 Consider at the Beginning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
1.2 Set the Display of the Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
1.3 Set the Display of the Chart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
1.4 Open a Catalog for Routes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
1.5 Open an Existing Route or Create a New Route . . . . . . . . . . . . . . . . . . . . 366
1.6 Add or Insert Waypoints in Graphical Mode. . . . . . . . . . . . . . . . . . . . . . . . 367
1.7 Working with the Waypoint List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
1.7.1 Planning View of the Waypoint List. . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
1.7.2 Edit Further Waypoint Data in the Waypoint List . . . . . . . . . . . . . . . . . . 370
1.8 Save, Rename or Delete a Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
1.9 Start Check of the Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
1.10 Results of Geometrical Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
1.11 Results of the Check against ENC Chart and User Symbols . . . . . . . . . . . . 374
1.12 Protect the Route against any Changes. . . . . . . . . . . . . . . . . . . . . . . . . . . 375
2 Route Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376
2.1 Preconditions for Chart and Track Monitoring . . . . . . . . . . . . . . . . . . . . . . 377
2.2 Settings for Chart Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
2.3 Additional Settings for ECDIS Hazards. . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
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2.4 Additional Settings for Track Monitoring ... . . . . . . ..... . . . . . . . . . . . . 379

2.5 Activate a Route for Monitoring . . . . . . ... . . . . . . ..... . . . . . . . . . . . . 380
2.6 Chart Monitoring . . . . . . . . . . . . . . . . . ... . . . . . . ..... . . . . . . . . . . . . 381
2.7 Track Monitoring . . . . . . . . . . . . . . . . . ... . . . . . . ..... . . . . . . . . . . . . 382
3 Route Scheduling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
3.1 Enter Time Schedule in WP List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
3.2 Monitoring the Time Schedule During a Voyage. . . . . . . . . . . . . . . . . . . . . 385
3.3 Automatic Rescheduling of a Voyage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 386
4 Route Export and Import (Back Up and Printout). . . . . . . . . . . . . 387
4.1 Backup of Routes . . . . . . . . . . . . . . . . . . . . . . ............... . . . . . 388
4.2 Restoring of Routes . . . . . . . . . . . . . . . . . . . . . ............... . . . . . 389
4.3 Exporting Routes to Third Party System . . . . . . ............... . . . . . 390
4.4 Importing Routes from Third Party System (also NACOS xx-4 or -5) . . . . . . 391
4.5 Printing out a Passage Plan . . . . . . . . . . . . . . . ............... . . . . . 392
5 Further Information for Route Planning . . . . . . . . . . . . . . . . . . . . 393
5.1 Overview of Route Parameters . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . 394
5.2 Parameter Points . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . 395
5.3 Predefined Radius . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . 396
5.4 Setting the Safety Corridor . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . 397
5.5 Repetition of Alarms . . . . . . . . . . . . . . . . .. . . . . . . . . . . .. . . . . . . . . . . 397
CONNINGPILOT
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 401
1.1 Conning Sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
2 Displays in the Centre Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
2.1 Conning Home for Navigation Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
2.2 Conning Home with Waypoint List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405
2.3 Docking Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 406
3 Propulsion Data Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407
4 Alarm List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
TRACKPILOT
1 General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411
1.1 System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 412
1.2 Preparations before Using the TRACKPILOT. . . . . . . . . . . . . . . . . . . . . . . . 413
1.3 If two TRACKPILOT Units are Installed . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
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1.4 The TRACKPILOT Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414

1.5 The TRACKPILOT Keyboard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
2 Setting the TRACKPILOT Parameters . . . . . . . . . . . . . . . . . . . . . .416
2.1 The Trackpilot Setup Group . . . . . . . . . ..... . . . . ... . . . . . . . . . . . . . . 417
2.2 Setting the Rudder Limit . . . . . . . . . . . ..... . . . . ... . . . . . . . . . . . . . . 418
2.3 Setting the Course Limit. . . . . . . . . . . . ..... . . . . ... . . . . . . . . . . . . . . 419
2.4 Setting the Track Limit . . . . . . . . . . . . ..... . . . . ... . . . . . . . . . . . . . . 420
2.5 Setting the Drift Limit . . . . . . . . . . . . . ..... . . . . ... . . . . . . . . . . . . . . 421
2.6 Setting the Time for the WPT Approach Alarm . . . . ... . . . . . . . . . . . . . . 422
2.7 Checking the Course Correction . . . . . . ..... . . . . ... . . . . . . . . . . . . . . 423
3 Connecting the TRACKPILOT to the Steering Gear . . . . . . . . . . . .424
3.1 Preparations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 425
3.2 Connecting to Steering Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426
3.3 Switch Over from Heading to Course Mode . . . . . . . . . . . . . . . . . . . . . . . . 427
3.4 Switching Over between two TRACKPILOT Units . . . . . . . . . . . . . . . . . . . . 428
4 Sailing in Heading Mode or Course Mode . . . . . . . . . . . . . . . . . . .429
4.1 Steering with the Joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 430
4.2 Steering with Next Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 431
4.3 Course Change with the Joystick Before Execution of a Maneuver . . . . . . . 433
4.4 Steering with Pilot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434
4.5 Sailing with Pilot Data - AUTO Fill. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 435
4.6 Validity of the Pilot Data - Execute Button . . . . . . . . . . . . . . . . . . . . . . . . 436
5 Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .437
5.1 Switching Over to Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 438
5.2 Steering Automatically to 1st WPT of System Route . . . . . . . . . . . . . . . . . 440
5.3 Steering Automatically to a near Leg of the System Route . . . . . . . . . . . . . 441
5.4 Steering Automatically to the To-Waypoint . . . . . . . . . . . . . . . . . . . . . . . . 442
5.5 Steering Automatically to a Waypoint Situated Further Ahead. . . . . . . . . . . 443
5.6 Sailing in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 443
5.7 Execution of a Planned Course-Change . . . . . . . . . . . . . . . . . . . . . . . . . . . 444
5.8 Performing an Avoidance Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
5.9 Determining a Constant Position-Error. . . . . . . . . . . . . . . . . . . . . . . . . . . . 445
5.10 Switching Off the Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446
6 Monitoring the Route Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .447
6.1 Details of Route Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448
7 Useful Information Regarding the Steering Modes . . . . . . . . . . . . .449
7.1 Use of the TRACKPILOT in Shallow Water. . . . . . . . . . . . . . . . . . . . . . . . . 450
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7.2 Influence of Drift for all Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451

7.3 Drift Stabilization of the Curved Headline . . . . . . . . . . . . . . . . . . . . . . . . . 452
7.4 Position Filtering in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 453
7.5 Position Monitoring in Track Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 454
7.6 Position Drift Monitoring in Track Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . 454
7.7 Correction of the Actual Course to Reduce Constant Track-Deviations . . . . . 455
7.8 Great Circle or Rhumb-Line Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . 455
8 Anchor Control Mode (Optional) . . . . . . . . . . . . . . . . . . . . . . . . . 456
8.1 Setting the Heading and the Sector for Anchor Control . . . . . . . . . . . . . . . 457
8.2 Thruster Related Settings for Anchor Control Mode . . . . . . . . . . . . . . . . . . 458
8.3 Activating/Deactivating the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . 459
8.4 Special Displays of the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . 460
8.5 Operation in the Anchor Control Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 461
9 Azipod Dynamic Optimizer (ADO) Mode (Optional) . . . . . . . . . . . . 462
10 Utilities for the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
10.1 Restarting the TRACKPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 463
SPEEDPILOT
1 General Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467
1.1 The Operating Modes of the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . 468
1.2 The SPEEDPILOT Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
1.3 The SPEEDPILOT Operating Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 470
2 Setting the SPEEDPILOT Parameters . . . . . . . . . . . . . . . . . . . . . . 471
2.1 Opening the SPEEDPILOT Settings Dialogue . . . . . . . . . . . . . . . . . . . . . . . 472
2.2 Setting the Response Threshold of the Speed Control Function. . . . . . . . . . 473
2.3 Setting the Economical Control Behaviour . . . . . . . . . . . . . . . . . . . . . . . . . 474
2.4 Setting the Upper Limit of the Set Speed . . . . . . . . . . . . . . . . . . . . . . . . . 475
2.5 Setting the Upper and the Lower Limit of the Lever Values . . . . . . . . . . . . 476
3 Sailing with the SPEEDPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . . 477
3.1 Activation of the SPEEDPILOT by Connecting to the Engine Control ..... . 478
3.2 Switch-Over of the Operating Mode . . . . . . . . . . . . . . . . . . . . . . . ..... . 479
3.3 Sailing in Set Lever Mode. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . 480
3.4 Sailing in Set RPM Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . 481
3.5 Sailing in Set Speed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . 482
3.6 Sailing in Planned Speed Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . 483
3.7 Deactivating the SPEEDPILOT. . . . . . . . . . . . . . . . . . . . . . . . . . . . ..... . 484
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4 Useful Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . .485
BRIDGE NAVIGATIONAL WATCH ALARM

1 Purpose and Emergency Function . . . . . . . . . . . . . . . . . . . . . . . .489
1.1 Broadcast an Emergency Call . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 489
2 System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .490
3 System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .491
4 Basic Operating Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .492
5 Functions of the BNWAS System . . . . . . . . . . . . . . . . . . . . . . . . .493
5.1 Alarm List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 494
5.2 Dead Man Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 495
5.3 Dead Man Automatic Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496
5.4 Setting the Dead Man Time (Dormant Period) . . . . . . . . . . . . . . . . . . . . . . 497
5.5 Selecting the Back-up Duty Officer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 498
5.6 Using the Assist Call Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 499
6 Dimmer – Adjusting the Display. . . . . . . . . . . . . . . . . . . . . . . . . .500
7 Carriage Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .501
AIS, NAVTEX, VDR Printer, and other

1 AIS - Automatic Identification System (if connected) . . . . . . . . . . .505
1.1 AIS Voyage Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 506
1.2 AIS Event Log (with SAAB R5 only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 507
1.3 Show Status Information (Entries 1-12) . . . . . . . . . . . . . . . . . . . . . . . . . . 508
1.4 Show Status Information (Entries 13-25): . . . . . . . . . . . . . . . . . . . . . . . . . 509
1.5 Useful Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
1.5.1 The Type of Your Own AIS System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 510
1.5.2 SOLAS Chapter VII - Carriage of Dangerous Goods . . . . . . . . . . . . . . . . 511
1.5.3 AIS Channel Management - Frequency . . . . . . . . . . . . . . . . . . . . . . . . . 512
1.5.4 AIS Channel Management - Zone Data . . . . . . . . . . . . . . . . . . . . . . . . . 513
2 VDR- Voyage Data Recorder (if connected) . . . . . . . . . . . . . . . . .515
2.1 Manual Restart of VDR (VDR 4300, 4350, 4360) . . . . . . . . . . . . . . . . . . . . 515
2.2 Operation Performance Test (VDR 4360 only) . . . . . . . . . . . . . . . . . . . . . . 516
2.3 VDR Error Messages (VDR 4360 only). . . . . . . . . . . . . . . . . . . . . . . . . . . . 517
2.4 VDR Incident Back-up (VDR 4300 and 4350 only) . . . . . . . . . . . . . . . . . . . 518
3 NAVTEX (if connected) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .519
3.1 Open the List of NAVTEX Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520
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3.2 Acknowledge an Alarm from NAVTEX Receiver . . . . . . . . . . . . . . . . . . . . . 521

3.3 NAVTEX Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521
4 Tender Tracking (optional) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 522
4.1 Coloured Plots for Tender Tracking (optional) . . . . . . . . . . . . . . . . . . . . . . 523
5 System Printer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 524
DATA MAINTENANCE
1 Overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 527
1.1 Chart Maintenance Application Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528
1.2 Display Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 529
2 Maintenance of IHO ENC and ARCS Charts . . . . . . . . . . . . . . . . . 530
2.1 Permits and Certificates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 531
2.2 Installation of IHO ENC and ARCS Permits . . . . . . . . . . . . . . . . . . . . . . . . 532
2.3 Installation of Certificates (only for IHO ENC) . . . . . . . . . . . . . . . . . . . . . . 533
2.4 Update of Charts from Media or from another Workstation (MFD) . . . . . . . 534
2.5 Messages during Chart Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 535
2.6 Display Contents of Your own MFD or another MFD (workstation) . . . . . . . 536
2.7 Maintenance of Charts on your Workstation . . . . . . . . . . . . . . . . . . . . . . . 537
2.8 Installation/ Maintenance of Admiralty Information Overlay . . . . . . . . . . . . 538
2.8.1 Installing Overlay Permits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538
2.8.2 Installing Overlay Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538
2.8.3 Updating the Overlay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 538
3 Manual ENC Update Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 539
3.1 Opening the Chart Editor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 539
3.2 Select Cell to be Updated. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 540
3.3 Start Update Session . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 541
4 Maintenance of C-Map Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . 542
4.1 Request of C-Map Permits . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . 543
4.2 Installation of C-Map Permits . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . 544
4.3 Installation of C-Map Charts . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . 545
4.4 Request of C-Map Real-time Update (RTU) . . . . . . . . . . . ... . . . . . . . . . . 546
4.5 C-Map Real-time Update (RTU). . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . 547
4.6 Update of Charts with new Version from base media . . . . ... . . . . . . . . . . 548
5 Remove Complete Database . . . . . . . . . . . . . . . . . . . . . . . . . . . . 549
6 Remote Update of Workstations . . . . . . . . . . . . . . . . . . . . . . . . . 550
7 Backup/Restore of Routes and User Symbols. . . . . . . . . . . . . . . . 551
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WORKSTATION MAINTENANCE
1 Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .555
1.1 Display Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 555
1.2 Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 555
1.3 Sensor Interface, Network Switch, 24 VDC Power Supply . . . . . . . . . . . . . . 555
2 Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .556
2.1 SW Version . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556
2.2 SW Updates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556
ALARMS, WARNINGS, AND CAUTIONS

1 General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .559
1.1 Priority and Classification of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 560
1.2 State of Emergency Alarms and Alarms. . . . . . . . . . . . . . . . . . . . . . . . .. . 561
1.3 State of Warnings, Cautions, and Events. . . . . . . . . . . . . . . . . . . . . . . .. . 562
1.4 Category of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 563
1.5 The Alarm List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 564
1.6 Example of an Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 565
1.7 Indication of Open Alarms, Warnings, and Cautions. . . . . . . . . . . . . . . .. . 566
1.8 Priority of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 567
1.9 Operating when an Alert comes up on one Workstation (MFD). . . . . . . .. . 568
1.10 Operating when an Alert comes up on several Workstations (MFD) . . . .. . 569
1.11 Escalation of Warnings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 570
1.12 Transfer of Escalated Warnings to BNWAS (optional) . . . . . . . . . . . . . . .. . 570
1.13 Aggregated Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 571
1.14 Priority Reduction of Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 572
1.15 History of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 573
1.16 Test of Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . 574
2 Navigation Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .575
2.1 Heading Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
2.2 Speed Sensor Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 577
2.3 Position Sensor Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 578
2.4 Depth and Weather Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579
2.5 Backup Sensors and Redundant Input. . . . . . . . . . . . . . . . . . . . . . . . . . . . 580
2.6 Sensor Monitoring - Secondary Sensor Lost. . . . . . . . . . . . . . . . . . . . . . . . 581
2.7 Sensor Monitoring - Deviation between Main and Secondary Sensor . . . . . . 582
3 ECDIS Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .583
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4 Target Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584

5 AIS Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 585
6 NAVTEX Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 588
7 Anchor Watch Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 589
8 Extended Route Management Alerts . . . . . . . . . . . . . . . . . . . . . . 590
9 RADAR Transceiver Alerts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 591
9.1 Radar Transceiver Status Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 592
10 TRACKPILOT Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 593
11 SPEEDPILOT Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 599
12 VDR Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 603
LISTS AND INDEXES

List of Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 607
List of Figures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 609
Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 613
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 617
Document History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 619
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GENERAL
NACOS Platinum Navigation GENERAL
Operating Instructions About these Operating Instructions
1 About these Operating Instructions
Do not forget to read the chapter on general safety measures. This is obligatory
to read! See page 27.
In this chapter, you will find general information about these operating instructions which have been
delivered with your NACOS Platinum Navigation. It informs you about:
• Aim, scope and Validity
• Structure of these Operating Instructions
• How to use the hyper-links
There will also be the case that you are basically familiar with the NACOS Platinum Navigation but
only need punctual information on one specific topic or detail. In order to find information on such
specific subjects, you can use the
• List of contents
• Index of key words
• Quick start guide with brief operating instructions (for navigation)
• List of abbreviations
This document uses inter-active hyper-links to refer a text paragraph on another page.
You may click to a hyper-link like the one at the end of this paragraph and read more details on the
referenced page, and you can come back to the origin by just using the two keys:
[ALT] + [ ] together (in Adobe Acrobat Reader, other readers may differ)
Please try it now to jump to page 25 and back.
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GENERAL NACOS Platinum Navigation
About these Operating Instructions Operating Instructions
1.1 Aim, Scope and Validity of these Operating Instructions
The NACOS Platinum Navigation must only be operated by persons who have
passed the relevant mandatory training on the respective systems and applica-
tions. Only reading these operating instructions cannot replace such training.
These operating instructions describe how the NACOS Platinum Navigation and its software applications
work, and how to operate the applications.
Since the operating instructions are generic for a family of products, some information and functions or
features described may not be used in your specific installation. This depends on the customisation of
your system.
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Operating Instructions About these Operating Instructions
1.2 Structure of the Operating Instructions
When reading through or skimming through the overall operating instructions, it is always a good idea
to go from general to more specific subjects, i.e. to start with this general part of the operating instruc-
tions and then continue with the part describing the application you wish to learn about. Again, in the
descriptions of the applications, read the introductory chapters before getting into detail. Otherwise you
might miss information which is assumed to be understood in the chapters describing specific details.
The general structure of any Platinum operating instruction is based on a fixed introduction with
GENERAL part and SYSTEM DESCRIPTION, followed by system specific main chapters, i.e. RADAR FUNC-
TIONS, NAVIGATION TOOLS, FLEET CONTROL, or OPERATOR PANELS, and finally some general chapters
about maintenance, alarms, lists and indexes at the end.
1.3 How to Scroll through this Document
You may scroll from page to page by using the scroll down keys on your keyboard. You can also jump
to a dedicated page by entering the page number in your Adobe Acrobat Reader. The page number
which is shown in the top line of the reader is the same as printed in the bottom line of the document.
This document uses inter-active hyper-links to refer a text paragraph on another page.
You may click to a hyper-link like the one at the end of this paragraph and read more details on the
referenced page, and you can come back to the origin by just using the two keys
[ALT] + [ ] together (in Adobe Acrobat Reader, other readers may differ)
Please try it now to jump to page 23 and back.
1.4 Typographical Conventions
The typographical conventions used in the operating instructions are kept simple, but still it is essential
that you are sure to understand their meaning before reading the instructions. The following special signs
are used for specific purposes:
• [ ] (square brackets)
• < > (triangular brackets)
• { } (curly brackets)
These signs are used as shown in the following examples on the next page:
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About these Operating Instructions Operating Instructions
Expression Explanation
[KEY NAME] This convention is used to refer to a key an an onscreen keyboard or a

computer keyboard. Example:
Press [ALARM LIST] to view the Alarm List.
This means that you must press the key with the text "ALARM LIST" written
on it, in order to view the Alarm List.
[KEY] + [2nd KEY] This convention is used to refer to a key combination . Example:
Press [ALT]+[F4] to close the window.
This means that you must press and hold the [ALT] key, and while holding the
[ALT] key you have to press [F4].
[ ] [ ] [ ] [ ] The symbols in the square brackets refer to the respective arrow keys on
operator panels.
Abcd List Heading capitalization and bold typeface are used when directly referring to
names of NACOS Platinum Navigation functions and UI elements. Example:
Select Color & in the main menu.
From any mode you can call up the Alarm List by pressing the [ALARM LIST]
key on the panel.
Main > Sub-menu This is an abbreviated way for:

> Sub-Sub-menu Click on Main, then on Sub-menu and afterwards on Sub-Sub-menu
☞ This symbol indicates a hint.
<variable> Describes a text string of variable length and contents. Example:

The display will show <duty engineer>.
This means that the display will show the name of the selected duty engineer,
e.g. "3RD ENGINEER".
{nnn} Describes a number with a fixed number of digits which is input or output.
The number of letters inside the brackets describes the number of digits.
Example:
Enter a channel number in the format {nnn}.
You have to use zeros (0) to fill the empty spaces, if the number is less than
100 (e.g. 056)
{nnn.} Like {nnn}, but there may be a decimal point at any place in the number, or
none.
Example
The value is displayed in the format {nnnn.}.
In the example the value may be, e.g. "12.35" or "450.6" or "0045". When
entering such values, the decimal point will sometimes be preset by the
system.
DD-MMM-YYYY The date in international format which is used in the system.

Example: 21 AUG 2009 for the 21st of August 2009.
HH:MM:SS The time format used in the system. The 24 hour format is used.
Examples: 06:30:00 stands for half past six and 0 seconds in the morning
(6:30 am) and 23:58:00 is two minutes to midnight.
Table I / 1 Typographical conventions in these operating instructions
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Operating Instructions Safety Precautions
2 Safety Precautions
This chapter describes general safety measures to be taken into account when working with or on the
NACOS Platinum Navigation. In the chapters describing the NACOS Platinum Navigation you will find
further important safety notes and warnings which are specific to the context.
2.1 Warnings and Notes in these Operating Instructions
A three-level system of warnings is used in these operating instructions which is a mix of ANSI and ISO
standards. The different warning levels have the following meaning:
This sign is used whenever severe injuries or even death will occur as conse-
quence of un-awareness or disregard of the described safety rules.
This sign is used whenever severe injuries or even death may occur as conse-
quence of un-awareness or disregard of the described safety rules.
This sign is used when special care must be taken to prevent unexpected conse-
quences such as damage to equipment, incorrect or incalculable operation and
behavior of equipment.
☞ Notes & Hints: This symbol indicates useful notes and hints which will ease understanding the
system or speed up operation.
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Safety Precautions Operating Instructions
2.2 General Safety Note
You are obliged to read these operating instructions prior to operation and to
adhere to the operating instructions in operation in order to prevent possible
danger and to ensure compliance with the designated use of the equipment.
Prevention of danger includes that operator personnel are trained and authorized
for safe operation of the equipment. We assume no liability for damage due to
improper operation which could have been prevented.
NOTE:
Further potential danger when working with and on the NACOS Platinum Naviga-
tion is described in the respective sections on these processes.
As a very general rule, keep your workplace clean and tidy, it helps preventing accidents! Ensure unob-
structed access to all workstations, operator panels, controls, and relevant switchgear cabinets in order
to enable instant response to alarms!
2.3 Authorisation and Qualification of Personnel
Only authorized persons may operate the NACOS Platinum Navigation.

Danger for persons, things and the environment in case of improper operation or
maintenance and repair of the NACOS Platinum Navigation.
Only authorized persons are permitted to carry out cleaning and maintenance
work, or troubleshooting on the NACOS Platinum Navigation!
Persons authorized to operate the system are specially instructed and trained operating personnel of the
user. Persons authorized to carry out cleaning, maintenance, and troubleshooting are the specially
trained and skilled personnel of the user as well as Wärtsilä SAM Electronics personnel being qualified by
training, knowledge and experience. Persons operating or servicing the NACOS Platinum Navigation must
be familiar with the general safety regulations and specific safety systems and they must have passed
all required training and must have read the relevant operating instructions and manuals before starting
work.
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Operating Instructions Safety Precautions
2.4 Commissioning
DANGER! WORK IN PROGRESS! DO NOT SWITCH!

It is not permissible to connect the ship’s mains to the system before setting-to-
work by a qualified and authorized person. The mains must be switched off (e.g.
by means of a common isolating switch or a circuit breaker) in the ship’s supply
or the mains cable must be disconnected until commissioning is carried out.
2.5 Chart Updates and Safety Inspections
Inspect and survey the safety systems at intervals prescribed by the responsible classification society or
other relevant authorities.
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Start-up and Shut-down of MFDs Operating Instructions
3 Start-up and Shut-down of MFDs
As long as the ship is at sea and in operation, the NACOS Platinum Navigation
must be fully operational, i.e. the NACOS Platinum Navigation and its applications
must not be shut down. UPS systems must not be deactivated.
☞ The NACOS Platinum Navigation and the related consoles and the electronics equipment are perma-
nently up and running. They are only completely shut down by qualified authorized service
personnel in case of servicing and repair. The system components are then separated from the
mains using a main switch on the bridge. When switching on the mains supply again, the equipment
will start-up automatically without further user action.
This section describes how to use the shut-down

function, if this is required, e.g. if the power
supply has to be switched off during a dockyard
period, or if an individual workstation (MFD) shall
be switched off for specific reasons. Proceed as
follows to switch off a workstation (MFD):
1. Click to the Menu button in the bottom left-
corner and then to Display Off.
2. In the window which is displayed, select
Power Off and click to OK.
(The other option Restart can be used to re-boot the workstation)
3. Separate the unit from the mains using the mains switch on the bridge.
This way, the NACOS Platinum Navigation program is terminated and the PC is shut down. The display
will be switched off automatically.
If the option Exit instead of Restart or Power Off is selected, a service password is required, to enter
the operating system level (only for service purposes).
Please avoid to switch off a MFD without having completed the described shut-
down procedure. The TFT display will probably function in a normal manner when
just switching off the power and then switching it on again. However, and this
applies to all types of PCs used: if, at the moment it is switched off, the PC
accesses the hard disk, the hard disk might be in seldom cases permanently
damaged resulting in system failure of the MFD and loss of data.
To switch on the MFD use the main power switch at the front of the workstation PC (if appl., refer to
the drawings in the delivery documents). It will then automatically start up and run in normal operating
state, Super Home is displayed. From here select the RADAR or ECDIS application. If the MFD is already
up and running and displaying a screensaver, just move the trackball slightly to display the graphical user
interface of the MFD.
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Operating Instructions Start-up and Shut-down of MFDs
3.1 Automatic Restart of MFDs
The workstations or MFDs (Multi Function Display) are fitted with an automatic restart function.
If in case of any identified abnormality, i.e. input of undefined data from a third party system, the Plat-
inum application is blocked, the MFD is automatically started again.
The re-start, which can take between 20 and 180 seconds, will bring back the affected MFD in normal
operation. If one MFD is restarted, the other MFDs are not affected and can be used to continue the
nautical tasks.
After restart the MFD shows the home menu. Select one of the Platinum applications like RADAR or
ECDIS to continue the required nautical tasks from this MFD.
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Start-up and Shut-down of MFDs Operating Instructions
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QUICK START GUIDE
NACOS Platinum Navigation QUICK START GUIDE
Operating Instructions Default and User Settings
1 Default and User Settings
1.1 Overview
The S-Mode is a pre-defined setting of the ECDIS and RADAR presentation in order to meet the most
typical navigational scenarios. It can be used during change of the watch to give the next nautical officer
a well-known presentation regardless of the last operating sequence carried out before. It might be
helpful also for the pilot on entering the bridge.
The S-Mode button can be found in the bottom left menu line (see red arrow below).
Pressing the S-Mode button for ECDIS leads to default settings for more than 70 presentation parame-
ters as defined by the ECDIS test standard IEC 61174 Ed.4. One of these parameters is the range which
is set to 3 NM. Please compare to RADAR where the default setting is 6 NM. A detailed list can be found
in the main chapter SETTINGS on page 113.
For RADAR the number of presentation parameters is smaller, but nevertheless comprehensive. As
already mentioned the range is set to 6 NM. The parameters for RADAR are introduced on page 114.
The S-mode button has no effect on other settings like ARCS or ENC selection, target handling, disabled
dangerous target alarm, sensor selection, vector length, disabled alarm horn, disabled AIS transmitter,
or other. The user has to ensure that these settings are suitable for the actual traffic scenario.
The resulting screen after pressing the S-Mode button in ECDIS is as follows:
S-Mode Button
Fig. II / 1 Overview of the S-Mode for ECDIS
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QUICK START GUIDE NACOS Platinum Navigation
Default and User Settings Operating Instructions
1.2 Favorite Settings for RADAR and ECDIS
Clicking to the star next to the S-Mode button in the bottom menu line will open the list of user-specific
control settings. Select one pre-defined set and most of the user-specific control settings will be set to
the initially saved values.
Click to Favorite Settings to edit a new set or to save, delete, rename, or view the currently selected
set.
All other settings remain as they have been set before, e.g. routes, user symbols, navigation lines,
parallel index lines, gain, sea filter, and rain filter.
The user-specific control settings can be used e.g. for adapting the RADAR and the ECDIS quickly to
different sailing modes like harbor, confined, or open sea. The sets for RADAR and ECDIS are indepen-
dent of each other and have to be maintained and selected separately.
Save, Delete, or
Rename the
actual setting
Click here to add a new Favorite

Setting, edit a name for the
Click here to select one setting, e.g. harbor and click to
of the user-specific save to store the current
control settings settings under this name View the
actual setting
Fig. II / 2 User-specific Control Settings
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Operating Instructions Man Overboard Function (MOB)
2 Man Overboard Function (MOB)
In case of a man overboard event just click to the corresponding symbol in the
bottom line of the menu bar:
Further steps are described on page 127.
Man Overboard Button
Fig. II / 3 Man Overboard Function 1)
1) Later SW versions are showing a slightly different design of the menu line and the tab area.
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Man Overboard Function (MOB) Operating Instructions
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Operating Instructions Brief Operating Instructions
3 Brief Operating Instructions
The following pages are presenting brief operator instructions.
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Brief Operating Instructions Operating Instructions
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ECDISPILOT Brief Operating Instructions – Page 1 – General Operating, Routes and Targets 390008829 Revision: 2015-08
General Info about Operating Alarms Routes
Switching On/Off: The system starts automatically after power-on from main switch- The latest unacknowledged alarm with highest priority shows up in a permanent DUHEDVHGRQZD\SRLQWOLVWVDQGVWRUHGLQ¿OHV2QHRUPRUHURXWHVFDQEHVHOHFWHG
board with the Super Home Menu. The system is permanently up and running. It is only alarm headline. The priority is shown on the left side, here it is an alarm (red), also war- and overlaid on the chart. The pre-planned track is displayed automatically on
shut down by service personnel in case of repair. ning (orange), and caution (yellow). Silence horn and acknowledge as required. Click WKHFKDUW2QHURXWHFDQEHGH¿QHGDVWKH6\VWHP5RXWH
Select ECDIS: Click to the Chart Symbol or the selection lines underneath. on the Alerts/Warnings or Cautions but- Select a Route: Select Tools > Route Explorer, select a folder and from there a route.
Operating the Trackball or Mouse: Use trackball or mouse to move cursor to desired ton to open the full list or Cautions only. Open the route. Open waypoint list via context menu (MORE click on route entry). Click
¿HOGDQGWKHQEULHÀ\SUHVVDO (left key on mouse). Most functions are operated with to Route in top line to select Save, Close, Activate, Schedule, Setup/ Print Passage Plan,
DO, clicking with MORE (right key on mouse) opens a context menu with several ent- Notes, Reverse or Check Route. Arrange columns by shifting title, add or hide columns.
ries, where one has to be selected with DO. Check a Route: Check covers safety contour, shallow water objects, own safety lines,
ASCII Keyboard: Optional device for editing routes and symbols, it is more convenient and danger highlight areas. The result is shown in the waypoint list by small icons in front
compared to the soft keys which are available in the basic package. of the waypoint numbers.
Navigation Sidebar: The important functions are arranged in the top left area, they are Activate a Route: Sets checked route as system route. It will change its colour from
described on page 2. This area is permanently available. orange to red and will be distributed for system-wide use, i.e. for track control, chart depth
Settings and Tools Sidebar: Various menues for Settings and Tools can be individu- monitoring, and voyage planning via context menu. (click with MORE on route entry).
ally arranged by the user in the bottom left area. Select the Settings button in the bottom
PHQXOLQHRUWKH7RROVEXWWRQWRRSHQDPHQXRIDVSHFL¿FIXQFWLRQJURXS
Zoom and Pan Control
Click on slider in top left corner of chart to adjust zoom factor for ECDIS chart display.
Use the pan buttons to off-centre the own ship. Click on the centre button to re-centre
the screen.
Chart and Route Monitoring
Target Acquisition (if AIS and/or RADAR are connected) Monitor Chart Objects: Open Settings > ECDIS Alerts and set Distance and Width
of Look-Ahead Sector as required. Activate Safety Contour Alarm, Special Area, and
Start Target Tracking: Move pointer on top of a target. Pointer becomes either a gun
Obstruction ahead indication as required.
site or a hand, click to it. In case of a gun site symbol the object is marked automatically
Monitor Own Ship Draught: Set draught in Settings>Draught menu as required for
as ARPA or AIS target and tracking process starts. In case of a hand symbol a menu
chart monitoring.
pops up. Select either ARPA or AIS and tracking is started as well.
Monitor System Route: Open as above and activate Critical point on route alarm
Highlight a Target: Click to a tracked target in the chart, the corresponding entry is high-
for waypoint approach and Cross-track alarm for route deviation. In a distance as set
lighted in the target list. Click to another target and that one is highlighted. Click on any
above before the next WOP (wheel-over point) an alarm is raised. The cross track error
entry in the list and the corresponding target in chart is marked with a square.
limit for alarm is taken from the actual route leg in the XTD LIM column of waypoint list.
With CPA/TCPA Alarm: Open the menu Settings > Targets, and activate Dangerous
Targets On. Set limits for CPA and TCPA up to the Chart area
nautical situation. A tracked target falling short of
Screenshot shows own ship with look ahead sector and 2 guard zones. AIS target (op- Chart Maintenance
CPA/TCPA will cause an alarm. With Auto ACQ AIS
the automatic activation of dangerous AIS targets tion) has passed guard zone 2 and is in alarm status. One electronic bearing line (EBL)
and one range marker (RM) have been activated. Navigate to Super Home menu and click on Mainte-
can be selected. nance > Nautical Charts. Select Chart Database and
Cancel Tracking: Click on a target symbol with Mode. The following modes are available:
MORE, a context menu opens, select Target, a sub- Display: provides an overview of installed cells, per-
menu opens, choose Cancel to stop tracking for an Target List
PLWVDQGFHUWL¿FDWHV
ARPA, AIS or All targets. Maintenance: provides functions for verifying cells,
Select Tools > Target List. Click on
With Guard Zone (with AIS option) column title to sort rows. Move to and deleting cells and permits. Update: provides func-
Open the menu Settings > Guard Zones, and activa- Capacity to see remaining one, in tions for updating cells, and storing as well as restoring
te zones 1 and/or 2. maximum 40 for AIS, 200 for AIS user symbols and routes on USB stick.
Adjust Range: &OLFNRQWKHDUFWKDWGH¿QHVWKHJX- sleeping. The line for the selected Manual Update Editor: From overview of installed
ard zone and use the small handle to drag the zone target (click on tracked target in charts use Pan and Zoom control to navigate to the
to the desired size. chart) is high-lighted in blue. cell to be updated. Click on it with MORE and choose
Adjust Angle:&OLFNRQWKHDQJOHOLQHWKDWGH¿QHVWKH Manual ENC Update Editor > Select ENC Cell. Click
guard zone, use small handle to drag the zone to the on the cell. Open the Updates expander, Click on Ses-
desired angle (relative to ship heading, i.e. the guard zone turns with ship’s heading). sion Setup in the Update expander and enter the Manual ENC Update Session Data.
Acquisition: Any radar and AIS target enterering the zones will be acquired /activated, Then, click on Set. A click on Clear will erase all entered data, Cancel will close window
an alarm will be raised. After acknowledgement the automatic target tracking begins. without any further action.
ECDISPILOT Brief Operating Instructions – Page 2 – Permanent Area – Sidebar Area 390008829 Revision: 2015-08
Headline Position Tools and Settings
The default setting is AUTO: The best available sensor is chosen automatically. If a Click to the Tools symbol in the sidebar or to the Settings symbol in the bottom menu
Click on to adjust time. Click on to adjust
sensor fails, the backup sensor is chosen and warning is given. Click on LAT line and line and select one of the available tools or settings.
brilliance. If screen is nearly dark press all three mouse or trackball buttons together,
select a sensor manually if required. Manual input of value as described before.
brilliance comes up again. If available use keyboard to raise brilliance.
Parallel Index Lines (PI)
Select Tools > Pilotage. Select one to four lines by checking the boxes in the PI group. Selected lines are
Display Vectors and Trails
superimposed in the chart appearing as displayed last time. Distance of a line is altered by clicking on it,
REF: Select REL or T(rue) for stabilisation of vectors etc. If there is any doubt about a small „handle“ appears, click and hold handle and drag line to desired distance. Bearing is altered by
Orientation: Select Head Stab (1), Head Up (2), North Up (3), or Course up (4):
own ship´s speed data, use REL vectors and RELVWDELOLVDWLRQIRUFROOLVLRQDYRLGDQFH clicking on it, then click and hold line anywhere but not on the small handle and rotate it to the desired
1) Heading points upwards, chart view moves with yawing of ship, bearing scale stabi-
OL]HGZLWKJ\URVKRZLQJWUXHEHDULQJ$VDERYHEXWEHDULQJVFDOH¿[HGWRERZ REF: Select in addition Ground or Water. Set the length of vectors, trails, plots and path bearing. The balloontext shows the actual bearing and distance data of the line.
3) Geographic north points upwards, chart view is stabilized with gyro prediction according to the nautical situation. Own ship’s position plot is only displayed
4) Course at the instant of switch-on of this mode points upwards, chart view is thereafter as true plot, independent of T/REL setting. Plots and own ship path prediction are al- EBL and VRM
stabilized with gyro, re-orientation by MORE click on Course-up indicator. After switch-over ways ground stabilised. Select Tools > EBL&VRM Each toolset offers a variable range marker (VRM) and electronic bearing line
DQGUHRULHQWDWLRQWKHWDUJHWWUDLOVDUHQRWLQÀXHQFHGWKH\UHPDLQYLVLEOHLQWKHQHZPRGH (EBL). EBL: Check EBL box in toolset, EBL is superimposed on chart, appears as displayed last time,
Range: Select from 0.25 NM to 96 NM or 250 m or 500 m for docking. In all ranges alter bearing by a click on it, handle appears, click & hold handle, pull line to desired bearing, click and
distances are stated in NM and speeds in kn. Charts pull origin to desired position. VRM: Check VRM box in toolset, VRM is superimposed on chart, appears
REF: Select Reference Position CCRP (1), Radar (2), Track (3): as displayed last time, alter range by a click on it, 4 handles appear, click & hold to pull the ring.
1) measurements stated relative to conning position (CCRP) Select ENC, ARCS (option),
2) relative to selected radar antenna (only if radar is part of Platinum system) C-Map (option) or other. Adapt User Symbols
3) measurements stated relative to System Position (at bow) which is used for look ahead chart display settings under Select Tools > User Symbols. Open list of available symbols, areas, lines or text by a click to (+),
sector and track control. Settings > Chart.
select an item, click into chart area to place it where required. Your entry is stored permanently in the
In each case the ship symbol incl. heading line, speed vector, EBL, VRM, range rings and Select one of the chart catego-
databases of all workstations. Remove entry by selecting it again, then click with MORE, select User
stern line is starting from the selected reference point. All tools and the graphic cursor are ries Base, Primary, Standard,
relative to this reference point. The true scaled own ship symbol indicates the selected All, or Customized to adapt the Symbols and Delete. Check Visibility Group Setting, should be Global (or see manual).
reference point by a cross. details of the chart, i.e. text,
Stabilisation: Select True Motion (1), Relative Motion (2) or Browse (3) symbols, to the actual nautical Past Track
&KDUWYLHZLV¿[HGRZQVKLSV\PEROPRYHVDFURVVWKHVFUHHQFKDUWDUHDRULHQWD- situation. Select Settings > Own Ship Symbol and check Past Track or 2nd Past Track box. Select Track Lenght
tion is North-Up or Course-Up, own ship symbol is reset before chart area boundary The Base mode comprises in h and Time Labels in min. Choose Reset to clear screen and start again.
LVUHDFKHGUHVHWWDNHVSODFHDWRIIVHWFDQEHVHWXQGHUSettings >True Motion. coastlines (high water), own
2ZQVKLSµVSRVLWLRQLV¿[HGFKDUWYLHZPRYHVUHODWLYHWRRZQVKLS\RXPD\FKRRVH ship safety contour, under- ENC Depth Display
between Head-Up, North-Up and Course-Up. water dangers, and other Select Settings > Depth Contour and drag the sliders to adjust the range of the different coloured safety zones.
3) Planning Mode in which a desired chart is set regardless of own position by manual dangers. Choose advanced The blue and light-blue zones are used for the non-navigable area. They coincide with the draft of the vessel
selection of the operator. settings like chart symbols or plus safety margin. The grey-white and white zones are used for the navigable area. Set sliders properly with
Rings: Switch ON ¿[HGUDQJHULQJV with reference position as the centre. The radii of light descriptions as required. VXI¿FLHQWVDIHW\PDUJLQ Go to Settings > Draught to set your ship’s draft at bow and stern.
the rings are depending on the selected range with ring distances of typically 1/6 or 1/5 ”Day” ”Night”
of display range. color scheme color scheme
0m
Heading & Speed

Targets
Draft
The default setting is AUTO: The best available sensor is chosen automatically. If a sensor
Fusion: Select Off, ARPA or AIS to merge
fails, the backup sensor (if available) is chosen and a warningg is ggiven. 10 m
targets with priority on ARPA or AIS (if fusion limits are met). Set the transparent Safety Depth Slider
Click & select a sensor manually if required. Sleeping: Select All AIS, Class A, Class B, Navigate, or none of sleeping targets to be to display spot soundings below Safety
For heading a manual input of the value is not available. Any gyro offset has to be input displayed. In any case all received AIS target info is processed and causes an alarm Depth more prominantly
DWWKHFRPSDVVV\VWHPH[FHSWRI3ODWLQXPFRQ¿JXUHGIRU6LPXODWLRQ0RGH when entering guard zones. Automatic acquisition of dangerous targets can be swit-
For speed a manual value can be entered. Click on the STW line (speed through wa- ched on under Settings > Targets (see page 1).
6HWWKH¿OOHG6DIHW\&RQWRXU6OLGHUIRUWKH 20 m
ter), select Set Speed and enter the value. Finally select Manual to activate the setting. Trial: Switch ON to open the Trial Manoeuvre Window. Set Orientation to REL and REF
depth alarm
Speed over ground SOG can be set manually as well, select Set Speed and Set Drift, for vectors to REL. The window shows current course & speed, radius used last time,
key in the values, then activate Manual. The course over ground COG is calculated. start delay, and time instant of simulation. Set planned course, speed, and radius. Set
A Yellow Symbol in front of a sensor label indicates a manually entered value. start delay for course and/or speed manoeuvre. Walk along time axis by moving the
A Red Symbol shows sensor or system failure. time slider and observe critical manoeuvre situations.
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RADARPILOT Brief Operating Instructions – Page 1 – General Operating, Routes and Targets 5HYLVLRQ
General Info about Operating Chart and Route Monitoring Tools and Settings
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RADARPILOT Brief Operating Instructions – Page 2 – Navigation Sidebar and Radar Settings 5HYLVLRQ
Display Position Select the Radar
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SYSTEM DESCRIPTION
NACOS Platinum Navigation SYSTEM DESCRIPTION
Operating Instructions Overview
1 Overview
1.1 Platinum System Layout
The NACOS Platinum system is the state-of-the-art integrated Navigation-Automation-COntrol-System

from Wärtsilä SAM Electronics.
It is based on a number of MFDs (Multi-Function-Displays also called MFDs), which are connected to each
other by a ring network. Each MFD is providing a set of applications for the main bridge tasks. If one
MFD fails, the user can continue the main tasks from any other MFD in the network.
Below figure provides an overview of a complete NACOS Platinum installation.
The system layout is divided into four layers as follows:
• On the top layer we have the navigation sensors (radar, GPS, log, wind, etc.).
• The next layer is given by the multi-function displays (MFD) installed in the bridge consoles.
They provide the workstations for traffic surveillance, manoeuvring, etc.
• The next layer describes the field processing devices of the automation system distributed all
over the vessel and the related operating panels and monitors.
• The last layer is given by the automation sensors.
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SYSTEM DESCRIPTION NACOS Platinum Navigation
Overview Operating Instructions
1.2 Platinum System Interfaces
For navigation the NACOS Platinum system is providing several interfaces as follows:
• Two sensor interfaces, each with five serial in/out channels, are feeding serial data messages
from the navigation sensors (gyro, log, GPS, wind,...) into the ring network. The most important
sensors like the gyro are connected to both interfaces in parallel. If one interface fails, the same
data from the other one are automatically used. Some sensors are doubled and connected to
both interfaces. If one sensor fails, data from the second one from the other interface are auto-
matically used. Manual switch over between sensors and interfaces is possible as well.
• Two or more radar transceivers are feeding raw video and target data into the network. If one
transceiver fails, an alarm is given and the user can switch over manually to another trans-
ceiver.
• One AIS unit is feeding received target data into the network. Own ship data like system posi-
tion, speed, name of vessel, etc. are transmitted via AIS to all ships in the area. If the AIS unit
fails, the user can activate an optional back-up AIS unit which is typically part of the Safe-
Return-to-Port bridge (SRtP).
• One NAVTEX receiver is receiving safety messages. Via sensor interface they are fed into the
network available on all MFDs. A back-up is typically not applied but possible.
For automation the NACOS Platinum system is providing various interfaces for engine monitoring and
control, for rudder and propeller indication and control, for generator monitoring, for pumps and valves
and a wide range of all other automation components. Data are collected via field processing devices
and distributed throughout the network. They can be displayed and controlled by any MFD (workstation)
in the system.
In a combined navigation and automation system the navigation network ring is coupled via managed
switches with the automation network ring. Traffic from navigation side not required in the automation
network is filtered by network protocol IGMP. So the load on the networks is under control at any time.
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Operating Instructions MFD (Multi-Function Display)
2 MFD (Multi-Function Display)
2.1 General
The bridge tasks like ROUTE PLANNING, ROUTE MONITORING, COLLISION AVOIDANCE, AUTOMATION
and other are provided by the corresponding NACOS Platinum applications. These applications are oper-
ated using a standardized MFD.
This MFD is based on a Personal Computer which has been prepared for maritime applications. A shock
and vibration damping installation platform is protecting the harddrive and other electronics and addi-
tional EMC measures have been implemented. This PC with the complete SW package consisting of the
operating system and the Platinum applications is called Display Electronics.
The user interface is the same on each MFD, i.e. the MFDs on-board are standardized. All Platinum appli-
cations can be made available on any MFD.
MFDs are comprising the Display Electronics with installation platform, the Widescreen Monitor, and
the Operating Device.
Operating can take place either with a Trackball optionally combined with Radar and Track Control
keyboard or, for planning and automation control stations, simply with standard mouse and ASCII
keyboard.
Fig. III / 1 MFDs with RADAR, CONNING and AUTOMATION Application
When the MFD is started, a basic screen is displayed, which is referred to as Super Home from where
you have access to all functions and information which are available on the specific MFD.
If the MFD is already running, select Super Home from the main menu or click in the bottom right
menu bar to switch over to Super Home.
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MFD (Multi-Function Display) Operating Instructions
2.2 Display Electronics
The Display Electronics is the heart of the MFD (Multi-Function Display) or MFD and based on a Personal
Computer prepared for maritime applications. A shock and vibration damping installation platform is
protecting harddrive etc. and additional EMC measures have been implemented.
The Display Electronics comprises the PC hardware, the operating system (adapted to auto start and
protected access) and the Platinum application software. A dongle is required to run the Platinum appli-
cation.
The application software is operating under Windows 7. The user interface has been designed with WPF
(Windows Presentation Foundation). Direct access to Windows has been blocked. The MFD cannot be
used like an office PC, e.g. to install software and run applications other than the applications related to
NACOS Platinum. Access to the operating system for service is possible but protected by password.
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2.3 TFT Monitors
2.3.1 Navigation Monitors
The NACOS Platinum user interface is displayed on a 22" or 26’’ TFT monitor which is an integrated part
of the MFD. The monitor is switched on and off automatically together with the MFD. To adjust the
monitor’s settings, use the software functions and controls of the Platinum application.
Nominal Viewing Distance and Recommended Installation
The monitors are designed according to the requirements in IEC 62288. According to chapter 4.6.1.2 of
this IEC test standard the largest dimension of a symbol for operational information shall have at least
5 mm/m (17 min of arc) at the nominal viewing distance, and include at least 16 pixels.
The applications provide text heights as follows:
- Large font with 5.5 mm for operational information
- Medium size font with 4.5 mm for
- Normal size font with 3.5 mm
- Small font with 2.5 mm
The small font is not used for navigation related tasks.
-> The large size font is used for navigation related information (i.e. heading value, position, speed)
and determines the nominal viewing distance with 1 meter for both monitors.
This is sufficient for sitting positions in front of one of the MFDs (typically 0.8 meter) as well as for a
standing position in front of the center steering console (typically 1.0 meter). In this case the console
has a depth of max. 0.8 meter.
Color Distortions on Monitors with Flat Screens (TFT Monitors)

If the display content 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 from cathode ray tubes: the previous
display is still faintly visible in the form of discoloration. In the case of TFT monitors, in contrast to moni-
tors 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.
2.3.2 Automation Monitors
For the automation applicationas the above monitors for navigation may be used as well. In addition a
series of standard desktop monitors starting from 19" is available.
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2.4 Operating Units
An MFD at the bridge is operated in minimum by the Platinum Trackball.

All analogue radar functions like gain, filter etc. can be operated by SW
menues.
If a text input is required, a virtual SW ASCII menu

will automatically show up if the cursor is set into any
input line (if the system is configured for external
ASCII keyboard, this SW menu is supressed).
2.4.1 The RADAR and Trackpilot Keyboard
If the RADARPILOT application is included

in your system, several RADAR functions
can be operated as well from the RADAR
Keyboard installed optionally in the left
part of the operating console. For details
please refer to the main section about
RADAR FUNCTIONS.
If the TRACKPILOT application is included
in addition in your system, it is operated
from the TRACKPILOT Keyboard installed
in the right part of the operating panel.
For details please refer to the main section
about TRACKPILOT.
2.4.2 The ASCII Keyboard
If an MFD is used as a planning station it

can be optionally equipped with an inte-
grated ASCII keyboard. It is installed in
the left part of the console alternatively to
the RADAR keyboard. It works like a
common computer keyboard, except for
the fact that the back-light can be dimmed
and that the locations of the key-groups
like i.e. the numeric key block are
different.
dimming
For planning stations in the back of the
bridge a standard mouse and keyboard
solution is applicable as well. They are
attached to each delivery of a MFD in any
case.
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2.4.3 Trackball and Mouse
All user interface controls are operated by the mouse or trackball which is connected to the respective
MFD. Even if you are already familiar with using input devices like mouse or trackball, you will find one
or the other important note in this section.
DO key MORE key
No function MORE key... Scroll wheel
DO key
Mouse
Trackball, Desktop track-
flush-mounted ball (similar
design)
Fig. III / 2 Possible pointing devices
To start an operating step move the pointer on the screen by moving the trackball or mouse. Move the
pointer to the desired position on the screen, e.g. to a text item, a numerical value, a symbol, or any
desired position e.g. on the PPI. The shape of the pointer changes when you point at different elements
on screen. The pointer’s shape depends on the application and the element you point at.
When you point at a click-sensitive (clickable) element on screen then you can press and release (click)
one of the trackball keys to display information or activate a function. The possible types of clicks are
explained separately. The specific effect of clicking depends on the key used, the element you clicked,
and the operating situation. This is described in the specific parts of these operating instructions. Desktop
trackball or mouse have two different buttons, DO and MORE key. The functions of the DO and MORE
keys are described in the following.
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2.4.4 DO and MORE Key of Mouse or Trackball
DO Key
The most frequently used of the keys is the DO key, i.e. the middle key on the built-in trackball and the
left button of the desktop trackball and mouse. Most elements on screen respond to this key by opening
a menu from which you can select frequently used functions.
☞ In these operating instructions, "clicking" always means pressing the DO key. When you have to
press the MORE key or the right mouse/trackball button, this will be explicitly explained in the
instructions.
MORE Keys
On the built-in trackballs the two keys are situated above the DO key, The right one is called MORE
key. The left key has no function. On the desktop trackball and mouse, this is the right button. The func-
tions of the MORE key depend on the element you point at on screen. In some cases pressing the MORE
key opens menus, in other cases additional information are displayed. However, not all elements which
can be operated by means of the DO key will also respond to the MORE key.
Scroll Wheel
If a scroll wheel is available, it can be used to scroll down lists or to zoom into or out of charts. Only
mouse and desktop trackball may be equipped with a scroll wheel.
Types of Clicks
In NACOS Platinum Navigation you point at elements on screen and click or press the MORE key to
display information or cause action. The following types of clicks are possible:
Click Explanation
Single click of Perform action. This means pressing and immediately releasing again the
left key or DO key DO key of the built-in trackball, or the left mouse or trackball key respec-
tively.
When you click on a button, this will start a process or open a dialogue.
when you click on dropdown menus, this will open the menu. In a menu,
to select an item, click on the item with a single click. A single click will also
select and thus highlight an entry in a list.
Double-click of In tables, a double-click will open a cell for editing. A cursor is displayed,
left key or DO key and you can change the respective value like a text field. Editing resembles
editing cells in Microsoft Excel. An example for such a table is a waypoint
list that contains the waypoint number, name, position and some other
properties, which you can change in that table by double-clicking on the
cells.
When you click on a folder icon in folder structures, which you will find,
e.g., in the Automation application, a double-click opens that folder and lists
the subordinated contents.
Press the MORE key or Get information, in many cases via a context menu. This is used for
right-click using mouse or providing you with object-specific menu items, such as menus for properties
desktop trackball and maintenance. These functions also provide access to adjustments,
particularly in the Automation application. Examples are: acknowledging
alarms, displaying properties, etc.
Table III / 1 Types of clicks in NACOS Platinum Navigation
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Operating Instructions Style Guide
3 Style Guide
The NACOS Platinum design is the result of the efforts of a multidisciplinary usability team consisting of
specialists from Wärtsilä SAM Electronics, Chalmers University (Gothenburg, Sweden) and TNO Human
Factors (Soesterberg, The Netherlands).
In addition to high quality and reliability of the cost-effective solution, the main focus of the NACOS Plat-
inum system is on usability, modularity and scalability, ease of installation, commissioning and servicing,
as well as integration with third-party systems.
3.1 Screen Layout
The general screen layout is divided into two main areas: the sidebar and the application area.
The sidebar on the left provides access to details and functions of the applications. This sidebar is
described in the subsequent sections beginning on page 56.
The application area located on the right shows the main window of the active application. It can show
the RADAR video, the ECDIS chart or automation mimics etc. The general behaviour of the application
area is described on page 73.
Title Bar
Permanent Area
Application Area
Non-Permanent Area
Menu Bar
Sidebar
Fig. III / 3 General screen Layout of the Platinum System
The general screen layout, especially the size of the different areas, may vary between the different
available applications.
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Style Guide Operating Instructions
3.1.1 Title Bar
The title bar provides information and functions which are permanently available in the system.
Fig. III / 4 Title bar of AUTOMATION application
The figure above shows an example of the title bar with the AUTOMATION application being the active
application. The name of the application, i.e. AUTOMATION, RADAR, ECDIS is indicated in the title bar.
Further functions of the title bar are:
Dimming
You can use the moon and sun buttons in the top left corner of the title bar to toggle between the avail-
able color schemes for different ambient light conditions. Alternatively you can use the keys on the
console or the appropriate entry in the menu.
When the screen is hardly readable due to changing light conditions, you can increase brilliance by
pressing stepwise all three mouse buttons at the same time.
However, you can also individually adjust the dimming of the
screen. Press the MORE key (right-click) while pointing to the
moon or sun button to open the Dimming menu. To adjust the
settings, click on the right or left of the slider or drag the slider.
The new value is shown on the right and the screen settings
are adjusted accordingly.
☞ There are no knobs or other controls on the monitor(s) to adjust the brightness.
Date and Time

are displayed permanently in the title bar:
Alive Indication
There are different possibilities available to verify the alive status of the MFD which are listed and
explained below:
• The Time Display
The system provides feedback that it is still active and operating, i.e. alive. This is specifically indicated
on each MFD in the title bar of the HMI by the seconds changing in the time display.
If picture freeze occurs, all data on the screen as well as the display of the seconds will be frozen, so
that the operator is able to notice this fault.
• The Cursor and HMI
Picture freeze caused by the computer or the graphics adapter of the MFD can also be recognized by the
fact that moving the trackball or the mouse does no longer change the cursor position on the screen.
• The Monitor
A green LED at the lower right corner of the MFD monitor indicates the running connection to the MFD
computer. If the connection is lost or disturbed, the LED will stay green but start flashing once per
second and the screen will normally become dark. If the LED changes to orange the monitor is in stand-
by mode waiting for sync signal, red indicates the switched off status. The LED will flash red in case of
excessive temperatures.
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3.1.2 Sidebar
The width of the sidebar in each application is fixed, but it varies from application to application. The
sidebar consists of a permanent area, a non-permanent area, a title bar and a menu bar, which are
explained in the subsequent chapters.
Title bar
Title bar
Permanent
area
Top Alert Line
Permanent area
Top Alert Line
Non-perma-
nent area
Non-perma-
nent area
Menu bar Menu bar
Fig. III / 5 Platinum Sidebar, Examples for Navigation and Automation
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3.1.3 Sidebar - Permanent Area
The upper half of the sidebar is the permanent area. It shows status information and controls that are
mandatory according to regulations and thus must be permanently visible. This area can never be over-
lapped or hidden by permanent pop-ups or dialogue windows.
The height of the permanent area is fixed except of an additional group for the optional Trackpilot
control.
The width is fixed as well, except for an additional group for transceiver control if the RADAR application
has been selected. The figure below shows the permanent area of the RADAR application and the perma-
nent area of the automation application:
Fig. III / 6 Sidebar – Permanent areas for RADAR and Automation
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3.1.4 Sidebar - Non-Permanent Area
The lower half of the sidebar is the non-permanent area. It shows on user request selected menues for
Settings and Tools. Several expanders can be kept open at the same time.
Click to the Settings symbol in the bottom menu

line to open the settings bar and select one function
(navigation).
Click to the Tools symbol in the sidebar to open the tools

bar and select one of the tools (navigation as well as
automation).
The menues are grouped and stacked by means of so-

called tabs. Click on a tab to view the related menu.
The figure below shows an example of the non-permanent area of the RADAR application:
Tabs of the menues
Non-
permanent
area
Fig. III / 7 Sidebar – example of the non-permanent area
The next figure shows an example of the non-permanent area of the automation application:
Tabs of the menues
Non-
permanent
area
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3.1.5 Menu Bar and Full Screen Mode
Main Menu and Menu Bar

The main menu provides functions
for navigation between applications Shortcuts to the
and screens in the Platinum system. primary applica-
tions
To open the menu, click on the

Menu button in the bottom left
corner of the menu bar.
Fig. III / 8 Main Menu
Full Screen Mode

The Full Screen Mode is a mechanism that switches the display to a full screen view showing the appli-
cation area only.
-> Full screen mode is available only for ECDIS in browse mode. It is not available for RADAR, for
ECDIS in monitoring mode, for TRACKPILOT in master mode, and for AUTOMATION.
To switch to the full screen mode, click on the button (Full Screen) in the menu bar (visible
depending on the application):
Full screen button has

become the unhide side
bar button
Fig. III / 9 ECDIS in full screen mode
Once in Full Screen mode, the full screen button becomes the unhide sidebar button .
No other controls will be visible. To unhide the sidebar again, simply click on the button in the bottom
left corner. The sidebar will then be restored.
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3.1.6 Split Window (Navigation)
The Split Window Mode is a mechanism that divides the application area into two or more fixed
windows showing further instances of the same application or additional tables, lists, etc..
-> Split window mode is not available for RADAR, for ECDIS in monitoring mode, and operating the
TRACKPILOT in master mode.
To switch over to the split window mode, click to one of the symbols in the top
right corner of the screen. Symbols marked in grey can not be activated, this
split mode is not available for the current application.
A typical example for a split window mode is the ECDIS screen layout as shown below. One ECDIS has
been set to ENC chart mode, the other one to raster chart mode. In addition a waypoint list is shown.
The corresponding split window mode is shown in the top right corner.
One of the two split windows is always the active one. It is marked with a blue top line and the cursor
is active in this window. Relevant settings shown in the sidebar to the left, i.e. orientation, range, are
displayed for the active window. Just click into the other split window to see the other values.
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3.1.7 Split Window (Automation)
To switch over to the split window mode, click to one of the symbols in the top
right corner of the screen. Symbols marked in grey can not be activated, this
split mode is not available for the current application.
A typical example for a split window mode is the screen layout as shown below. The AUTOMATION appli-
cation has been set to full size at the right window and to one detail of the same application in the other
window. In addition an alarm list is shown. The corresponding split window mode is shown in the top
right corner.
One of the two split windows is always the active one. It is marked with a blue top line and the cursor
is active in this window. Just click into the other split window to see the other values.
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3.2 Lists & Tables
Wherever useful in NACOS Platinum Navigation, system data which have a record structure are displayed
in lists, e.g. alarms, track details, etc.
Fig. III / 10 Example 1: Target List
The target list shows the the currently tracked RADAR, SART, and AIS targets. Using the scrollbar on the
right you can scroll up and down the list.
Lists have a header, a details pane, and a footer. You can change the sorting order by clicking on a
column heading. The sorting order is indicated by a small arrow. For example, the arrow up in the Name
column indicates that the list is sorted by the Name column in alphanumerically ascending order. When
you click on the Name column again, this will revert the sorting order to descending.
In some lists the sorting order is predefined. For example, the Alarm list must be sorted chronologically.
Hence it is predefined that the Alarm list is sorted by the time column in descending order starting with
the oldest alarm. The width of a column can be adjusted by dragging the separator line between two
column headings. In some cases adjusting of width may be disabled. Also showing, hiding and reordering
of columns can be enabled or restricted in the individual case.
The footer of a list in some cases contains the number of list entries.
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3.3 Dialogues
Dialogues are opened when you click on buttons or they are opened by the system as a response to
actions or events, e.g. in case of error. Message dialogues and popup edit windows need to be differen-
tiated, and they are explained in the following.
Popup Edit Windows

When you wish to adjust a value, in many cases you will click on an
Adjust button to open a separate popup edit window. Such a window
contains:
- Edit fields with a label in front.The edit field will allow input of
text. Also, the small up-down arrows are provided that incre-
ments/decrements the value. In rare cases a slider might also be
available.
- An indication of the range the value can have (for example 0 -
360°).
- OK button and a Cancel button. The OK preferably uses a more
specific verb that is applicable to the specific action, like 'Adjust'
or 'Send'.
Tooltips
Tooltips are an interface element that is used to provide you with instant information on elements you
see on screen. Tooltips are small text pop-ups which are displayed when you simply point at elements
on screen. After a short delay, a small popup is displayed with a short description informing you about
the function or meaning of the element you pointed at. After a short while, the tooltip is faded out so
that you can see all screen information again.
The figure below shows an example of a tooltip, which is displayed when you point at the dropdown
menu to select the radar source which is located in the permanent area of the radar application.
Tooltip of a dropdown menu

When you open the menu and move the trackball pointer down the list of menu items, tooltips are
displayed for the individual menu items:
Please note that you will not find tooltips on all elements on screen but on important display elements
and controls such as buttons and dropdown menus. Also, many screen objects like the tools, chart
symbols and targets in the PPI of the radar can have tooltips to supply relevant information such as
distance, bearing and ETA, or the own ship’s position.
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3.4 Overview of Controls
Most of the controls used in the NACOS Platinum Navigation applications are very similar to the known
controls used by Microsoft Windows. The picture below shows some examples of the controls:
Field group name Field group, controls for the same topic
Slider
Field with
dropdown menus
Push button
Check boxes
Dropdown menu
Scrollbar
Spin box
Zoom and pan control
Keys for numeric values
Fig. III / 11 Examples of NACOS Platinum Navigation controls
The individual controls shown in the figure are described in the following sub-sections.
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3.5 Details of Controls
Fields
In NACOS Platinum Navigation, values in form of text, numbers, slider settings, check boxes, etc. are
generally referred to as fields. A field consists of the value and a label, the field name. Some of the fields
are read-only, they only serve for information purposes. In other fields, the values can be adjusted.
Field Groups
Field groups are represented on the NACOS Platinum Navigation user interface by a thin frame line above
and below a group of fields. The frame indicates that the fields inside belong together, i.e. that they
belong to the same subject or to a group of related items. Field groups have a name which is a kind of
heading for the fields inside the group.
Sliders
By using sliders you can set a value within a possible range. The current
value is indicated as you drag the slider to either side (here 50). The
minimum value here i.e. is 0%, the maximum value is 100%. Simply
clicking on the slider’s handle displays the current value of the slider.
When you click on the slider next to the current value, this will increase
or decrease the value by 10 or another predefined value.
Push Buttons
Push buttons resemble buttons in the real world. When you press them, something will happen. When
you click on a push button on screen an action will be carried out or details will be displayed. The
purpose of a button is indicated by its label, in some cases tooltips are provided.
☞ The Hide Video / Overlay buttons are spring-loaded. They are
only active as long as the appropriate button of the pointing device
is pressed.
Dropdown Menus
Dropdown menus are indicated by a small downward arrow next to a
field. To open the menu, click on the arrow. To select a different value
for the field, click the desired item at the dropdown menu. The field is
then updated accordingly. To close the menu without making any
changes, just click on any free area on screen or press the [ESC] button
on the keyboard.
Check Boxes
Check boxes indicate that there is an option that can be set or not. In
the example in the figure to the right, the parallel index lines (PI) 1 to
4 are ticked off, i.e. not selected and thus de-activated. If they are
ticked on this is indicated by the small check mark. To select a check
box, just click on it so that it is ticked on. To clear the check box again,
click on it so that the check mark disappears.
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3.6 Further Details of Controls
Scroll Bars
Scroll bars are displayed when the contents
does not fit into a menu, box, or list, etc. You
can then use scroll bars to move the display
up and down or sideways to view hidden
parts. To scroll the display in small steps you can click on the scroll arrows at the end of the scrollbar.
To page through the display in larger steps click on the scrollbar or drag the scroll box.
Spin boxes
Spin boxes are used to display and adjust numeric values. To adjust
the value you can enter the new value directly in the text box. Alter-
natively, you can use the small arrow buttons. When you click on the
small arrows and hold the trackball button, then the velocity value in
the example will increase or decrease continuously until you release
the button again. A single click on one of the buttons will increase or decrease the value by one incre-
ment step.
Keys for Numeric Values
Whenever it is possible or needed to enter a numeric value, the appro-
priate keys wil be displayed in the control window. Select the value to
be changed and enter the desired value by clicking the appropriate
keys.
The zoom and pan control consists of a slider to adjust the zoom factor
for, e.g., the ECDIS chart, and the compass control with pan buttons,
which you can use to move the image section currently displayed.
Compass control
with 4 pan arrows
Zoom in
Slider to adjust zoom factor
Zoom out
Fig. III / 12 Zoom and pan control
To zoom in in increments, click on , you will then see more details on the respective display. However,
the overall area displayed is smaller. To zoom out again, click on the . You will then see less details
but you will have a better general overview of, e.g. an electronic chart displayed.
To pan the display, use the panning arrows of the compass control. For example, if you click on then
the display moves to the right in increments to view a different image section of a chart or whatever is
displayed. The effect is like travelling with the eye over a large map.
To center the display, e.g. after panning, just click on the icon once.
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3.7 Alert Icons
Alarms, Warnings, and Cautions are generically summed up under the term Alerts and they are charac-
terized by their priorities. From SW version 1.1 onwards these priorities have been redefined in order to
meet the new Bridge Alert Management (BAM) standard MSC.302(87) and the new INS standard IEC
61924-2:
1. An Emergency Alarm indicates immediate danger to human life or to the ship and requires imme-
diate action. The alarm source is not the NACOS Platinum Navigation system but i.e. a separate fire
alarm system. The emergency alarm is marked with a red triangle.
2. An Alarm requires immediate attention and action of the bridge team, to avoid a hazardous situa-
tion, i.e. heading invalid. The emergency alarm is marked with a red triangle.
3. A Warning requires immediate attention to make the bridge team aware of conditions which may
become hazardous. The warning is marked with an orange circle.
4. A Caution indicates a condition which still requires attention. It is marked with a yellow square.
Table III / 2 Color and Symbol Code for the Alert Indications
Color & Priority and Criteria for the Classification

Symbol Classification
1 Alarms which indicate that immediate danger to human life or to

the ship and its automation exists and that immediate action
must be taken. Emergency alarms are specified in the Code on
Emergency Alerts and Indicators, 2009(resolution A.1021(26)).
Alarm
Conditions requiring immediate attention and action by the bridge

2 team to avoid any kind of hazardous situation and to maintain the
safe operation of the ship; and escalation required as alarm from
Alarm not acknowledged warning.
3 Conditions or situations which require immediate attention for

precautionary reasons, to make the bridge team aware of condi-
tions which are not immediately hazardous, but may become so.
Warning
4 Awareness of a condition which still requires attention out of the

ordinary consideration of the situation or of given information.
Caution
Symbols for Automation (not part of INS Alarm System)
5 Status change which does not require attention, it is used for

Event control purposes. It is marked with a green square
Sensor Alarm A sensor signal is missing
A sensor signal is missing and the value has been entered manu-
Manual Set ally by the operator
For more details please refer to the main chapter about ALARMS, WARNINGS, AND CAUTIONS.
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3.8 Mouse Pointers and Clicks
In the Platinum system you will experience that the shape of the mouse or trackball pointer will change
in different situations as you move it over the screen. The basic shape is always the arrow used to open
menus and options on screen. In text fields, the pointer becomes a text edit caret; on dividers, the
pointer turns into a double arrow indicating that you can resize something, and so on. The full set of
shapes is used for navigation. For automation a subset with arrow, hand, and text caret is used.
Gun site Text edit caret (cursor)
Cross hair Move
Arrow Resize, double arrow
Pointing hand Waiting
Table III / 3 Mouse pointers
Pointer Explanation
Standard pointer when you are not pointing at any specific object on screen in the appli-
Arrow cation area but when you point at menus, fields and other controls in the sidebar, in
dialogues, or in frames showing lists etc.
Standard pointer when you are not pointing at any specific object on screen in the appli-
Cross hair cation area.
One target:
Gun site When the mouse pointer is over one target, the cross hair pointer indicates that the
target can be acquired. A single left click acquires the target.
Multiple targets:
When the mouse pointer is over multiple targets, the cross hair pointer indicates that the
targets can be acquired. A single left click opens a menu that displays the relevant acqui-
sition options (for instance Acquire RADAR, Acquire AIS, Acquire Both, Escape).
When the mouse pointer is over an acquired target a box around the target indicates
that it is already acquired and properties / data of the target can be accessed. A single
right click displays the properties in a tooltip or popup. This popup should automatically
hide after a few seconds.
When you move the pointer over the RADAR PPI
Position indication or the ECDIS display, then the respective posi-
tion is indicated in a text box together with
range and bearing.
When the mouse pointer is over a clickable object, the pointing hand indicates that the
Pointing hand object is clickable. Both left and right clicks can have an effect.
When the mouse pointer is over a moveable object, for example a "handle" of a variable
, , range marker, the arrows indicate the direction in which the handle of the object can be
moved.
Table III / 4 RADAR and ECDIS pointers
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3.9 Consistent Manual Inputs & Erroneous Input Handling
Consistent Manual Inputs

Consistent manual input menus are used throughout the Platinum system.
Numerical values are enterd either by a keypad, spin boxes, or roll boxes
depending on the editing task. An example with keypad, and spin box is
shown to the right. This keypad and this spin box are used for most of the
manual inputs.
Erroneous Input Handling

Manual inputs are checked
automatically and they are
either limited or even blocked
accompanied by a warning.
In the example to the right an
input value of 100 exceeds the
internal limit for this data field.
A yellow warning sign is given Keypad with with blocked
input and warning
and the OK button is blocked
(see i.e. page 139).
In the next example the spin
Spin box with limited
box has reached its maximum input range
value which has been internally
specified for this input. The
data field is blocked to this
maximum value (see i.e. page
Roll box with pre-
123). defined set of values
A rapid change is achieved by

just scrolling into the other
direction.
In the third example to the
right a roll box has been limited
to a pre-defined set of values
from 00:30 min up to 5:00 min
(see i.e. page 157).
There is no other choice for the
operator available.
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3.10 Handling of Automatic Control Functions
Compared to an automation system, where most of the functions are automated in order to achieve a
24 h watch-free operation, an integrated navigation system is mainly supporting the manual operating
of the vessel.
Nevertheless a few functions are automated as well, these are:
1. Automatic Track Control along a pre-planned route (optional, see TRACKPILOT section)
2. Automatic Speed Control along a pre-planned route (optional, see SPEEDPILOT section)
3. The Automatic Sensor Selection (default setting) (see page 164)
In general automatic control functions are, depending on their safety level, either optionally activated by
the user (track control, speed control) or set per default (sensor selection). They are indicated during
the active phase and monitored.
If an automatic control function fails or remains with invalid input data, the function is deactivated or set
to a safe intermediate level and a warning is given.
Automatic control functions can be override at any time by the user.
Track Control
An example is given by
the TRACKPILOT. A sepa-
rate rudder selector
switch is used to change
from manual to automatic
operation. In case of a
failure the system
switches first back to
heading mode and finally
switches off accompanied by an alarm. The user can switch back at any time to the manual mode.
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3.11 Indication of Operating Mode
As far as the INS is concerned the operating mode is defined here as a pre-defined setting of user
controls like gain, filter, range, orientation, selected sensors, chart, dimming, etc.
Several sets of controls can be edited, and administrated in the Platinum system. They are called favorite
settings. One favorite setting can be activated at the time.
Favorite settings can be named according to the passage, i.e. open sea, coastal, pilotage, anchoring,
harbour. Or they can be assigned to user names like 1st officer on watch.
The operating mode, which has been set as the last
one is indicated if the cursor is moved over the favorite
settings icon in the bottom menu line.
This last operating mode could have been changed by
an operator in the meantime. He could have changed
one of the individual parameters. If in doubt just select
this mode again to ensure proper settings.
The set of parameters comprises local ones concerning the own worksttaion as well as global ones
concerning the whole Platinum system. For more details please refer to page 36.
There are other operator modes available like service, simulation, and training. They are indicated by
individual solutions depending on the application.
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Operating Instructions Applications
4 Applications
The following main applications are available for the NACOS Platinum system:
• ECDISPILOT (includes route planning and monitoring)
• RADARPILOT (includes route planning)
• CONNINGPILOT
• TRACKPILOT
• AUTOMATION
An MFD, where the ECDISPILOT application is installed, is called

ECDISPILOT. This product name is written at the top left frame
corner of the monitor (not on the screen!).
An MFD, where the RADARPILOT application is installed, is called

RADARPILOT. This product name is written at the top left frame
corner of the monitor.
An MFD, where both applications, ECDISPILOT and RADARPILOT,

are installed, is called MULTIPILOT. This product name is written at
the top left frame corner of the monitor.
RADAR- and MULTIPILOT can be combined with the TRACKPILOT application. In that case the keyboard
of the corresponding MFD is fitted with the joystick and labeled with TRACKPILOT. Further on the hard-
ware is extended by an extra TRACKPILOT electronics unit as well as a special TRACKPILOT interface.
The TRACKPILOT application does not have its own user interface but is integrated in the sidebar of the
RADARPILOT and ECDISPILOT applications.
The TRACKPILOT can be extended with the optional SPEEDPILOT, a speed-control subsystem running on
the same electronics unit and using the same interface unit as the TRACKPILOT.
If the TRACKPILOT application is included, the CONNINGPILOT application may be added as well. It can
be used if an TRACKPILOT interface is included in a system configuration.
The CONNINGPILOT application may be added to each of these three products as an option. In this case
the user can switch between the ECDIS-/RADARPILOT application or the CONNINGPILOT application
during operation. This option is not written on the frame of the monitor.
The CONNINGPILOT application can be displayed as well on a second monitor connected to the MFD.
Further on the CONNINGPILOT application can be installed on a separate MFD and displayed separately.
In these cases the product name CONNINGPILOT is written at the top left frame corner of the separate
monitor.
Each product can be combined with the optional AUTOMATION application. In that case the Platinum
home page shows the AUTOMATION application in addition and the MFD is connected via network to the
automation subsystems with data processing unit, various sensor interfaces and operating panels for
bridge, engine room and cabin.
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Applications Operating Instructions
4.1 RADAR Application
The RADAR application shows the raw video as well as the radar targets processed by the antenna unit
which has been selected by the operator. The new IP RADAR technology allows the operator to switch
via network to any assigned antenna unit on-board (one or more X-band as well as one or more S-band
units).
Advanced filter techniques are used for clutter suppression and enhanced small target detection. Various
navigation tools are available for collision detection and calculation based on the pre-processed targets.
AIS targets from a separate AIS transponder unit are processed exactly in the same way as radar targets.
RADAR and AIS targets can be merged together.
The user may edit his own user symbols and route data on a separate layer under the radar presentation.
Fig. III / 13 Overview of the RADAR Screen
If an ECDIS application is installed in addition (MULTIPILOT), the RADAR can be used in "Chart Radar"
mode. It provides an ECDIS background within the bearing scale on the PPI. Chart data bases for ENC
are used. The Chart Radar is approved as ECDIS back-up.
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4.2 ECDIS Application
The ECDIS application presents the own ship embedded in an ENC chart. Various tools are available for
route planning and voyage execution, for navigation, for route checking, for shallow water warning and
for collision avoidance.
AIS targets from a separate AIS transponder unit and radar targets are processed together and merged
in the same way as for the RADAR application. 1)
Fig. III / 14 Overview of the ECDIS Screen
1) A standalone ECDISPILOT does not process RADAR targets.
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4.3 CONNING Application
The CONNING application provides an overview of the navigational situation of the vessel. It displays all
navigation data and if fitted with the optional engine interface also rudder and propulsion related data.
The presentation varies with the individual propulsion and generator layout of the vessel. An individual
layout is shown below.
Fig. III / 15 Overview of the Conning Screen
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4.4 TRACKPILOT Application
The TRACKPILOT application controls the vessel for constant heading, course or along a pre-planned
track as prepared with the ECDIS planning function. A common control principle in all its operating modes
is the radius steering, used during course change maneuver, operated manually or in automated control
modes.
Fig. III / 16 Overview of the TRACKPILOT Expander (Option)
With the option SPEEDPILOT the speed of the vessel along the different legs of the route can be
controlled to reach the final destination at a pre-planned time.
Additional manual operating modes are Set Lever and Set Speed and the optional Set RPM mode.
Fig. III / 17 The SPEEDPILOT Expander (Option)
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4.5 AUTOMATION Application
The AUTOMATION application provides remote indicators and controls for the complete automation
system on-board. Subsystems may include main engine control, fuel supply, cooling, generators, fire
detection, electric power distribution, ballast, etc.
Fig. III / 18 Overview of the Automation Screen
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Operating Instructions Platinum System Approved for INS
5 Platinum System Approved for INS
An approved INS configuration can be achieved if at least three Platinum MFDs (workstations) for navi-
gation are combined with redundant sensor interfaces to a minimum INS configuration as shown in the
following diagram.
Antenna Unit TX1 Antenna Unit TX2
MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Sensor Interface 1 Sensor Interface 2

TP Interface
Vessel
1) Heading 1) Heading
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX VDR
This minimum INS configuration is providing the main nautical tasks for ROUTE PLANNING, ROUTE
MONITORING (ECDIS), and COLLISION AVOIDANCE (RADAR) even if one MFD or any system component
fails. All MFD are capable to provide all nautical tasks. If one MFD fails the operator can continue his
tasks on any other MFD. For details please refer to the FMEA (Failure Mode and Effect Analysis) in the
subsequent chapters.
Further MFDs for navigation may be added up to a number of 12 as required for a dedicated bridge
installation. In addition workstations for automation and machinery may be added.
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Show Actual INS Configuration Operating Instructions
6 Show Actual INS Configuration
The actual INS configuration can be visualized during operation. It shows the components like MFDs,
sensor interfaces, radar transceivers, network switches and the connection lines between them.
The components are marked according to their actual status.
1. If an alert is related to a component, the corresponding alert symbol is included, i.e. a red triangle
with a loudspeaker symbol for a non-acknowledged alarm.
2. If a connection is not available, the line is marked in red instead of green or grey.
Example for sensor interface

(see remark in text below)
Representation of different HW versions and configurations

Certain functions of the INS have been implemented by different HW solutions. The actual INS configu-
ration shows a representation of the reality as far as possible. One example is the sensor interface.
There are different versions of this interface available, DCU2010 (earlier model) or DCU 2020 (later
model) are combined units were the processor and the serial interface board are installed in one metal
housing.
The DPU 2010 is a separate processor board, which can be combined with SIO 2010, a separate serial
I/O board, to form the same functional package as above. In the representation of the complete navi-
gation system the sensor interface may be composed either by a single combined unit, the DCU or by
separate units DPU and SIO depending on the installed versions.
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Operating Instructions FMEA for Minimum INS Configuration
7 FMEA for Minimum INS Configuration
FMEA is a systematic procedure for the analysis of a system to identify the potential failure modes, their
causes and effects on the system performance.
The standard procedure comprises a hazard identification, an assessment of hazards in terms of severity
and probability, an analysis of possible mitigations and a final risk assessment. For complex systems a
top level analysis based on the knowledge about the behaviour of subsystems can be applied.
For the INS the procedure is determined by the key requirement of the INS Performance Standard that
a single failure should not affect the proper function of three specific nautical tasks in parallel.
The subsequent analysis is focusing on this requirement. It will show which measures have been taken
in the design phase to assure that at least these three nautical tasks are available in case of a single
failure in any equipment.
7.1 System Boundaries
The minimum configuration INS as considered here comprises three task stations (MFD Multi-Function
Display) and one additional display for status information.
Sensor data are received by two or more independent IEC 61162 sensor interfaces, these interfaces are
belonging to the INS.
Radar data are received from two or more independent antenna units (X-Band, and/or S-Band), these
units are belonging to the INS as well. Further on a track control unit is associated with the INS. All
components are connected via Ethernet network with four managed switches. For other subsystems like
VDR, AIS, and NAVTEX the INS is providing interfaces.
7.2 System Requirements
According to the IMO performance standard (MSC 252/11.1.4), the failure or loss of one hardware
component of the INS shall not result in the loss of any one of the following the INS tasks:
• Route planning, Route monitoring, Collision avoidance, Navigation control data, Status and data
display, Alert management
Where track control is an INS function, this would not require the duplication of track control, heading
control or autopilot.
If one hardware component fails, the number of remaining MFDs should ensure proper operation of the
following three tasks in parallel:
• ROUTE MONITORING (ECDIS)
• COLLISION AVOIDANCE (RADAR)
• NAVIGATION STATUS DATA (mainly CONNING)
they should not be affected. In the following chapters failure cases are discussed and it is shown that
under each failure condition the minimum INS configuration can support at least the above three tasks
in parallel.
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FMEA for Minimum INS Configuration Operating Instructions
7.3 Case 1 - MFD (workstation) Failed
MFD 1 or MFD 2 or MFD 3 or MFD 4 failed
Trackpilot

TP Interface
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
One of the MFDs (workstations) failed

Symptom No screen picture or picture freeze or not operating, observe i.e. clock in header line
COLLISION AVOIDANCE from MFD 2 (back-up for 1)

MFD 1 failed CONNING provided by MFD 2 (manual switch-over from 1 to 2)
ROUTE MONITORING from MFD 3 (not changed)
COLLISION AVOIDANCE from MFD 1 (not changed, back-up lost)

MFD 2 failed CONNING provided by MFD 1 (not changed)
COLLISION AVOIDANCE from MFD1 (not changed)

MFD 3 failed CONNING provided by MFD 2 (manual switch-over at 2)
COLLISION AVOIDANCE from MFD1 (not changed)

MFD 4 failed CONNING provided by MFD 3 (not changed)
ROUTE MONITORING from MFD 2 (manual switch-over)
All required navigational tasks can be operated at all times as long as one MFD (workstation)
only is in failure condition
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7.4 Case 2 - Sensor Interface Failed
Sensor Interface 1 or Sensor Interface 2 failed
Trackpilot

TP Interface
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
One of the Sensor Interfaces failed
Symptom Alarm message
HEADING from interface 2 (auto switch-over)

STW from interface 2 (auto switch-over)
Sensor Interface 1 POS and SOG from interface 2 (auto switch-over)
failed
Depth from ECDIS monitoring (activate manually)
AIS not available
HEADING from interface 1 (default)

STW from interface 1 (default)
Sensor Interface 2 POS and SOG from interface 1 (default)
failed
Wind not available
NAVTEX not available
All required navigational tasks can be operated at all times

as long as one sensor interface only is in failure condition
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7.5 Case 3 - Radar Antenna Unit Failed
Antenna Unit TX1 or Antenna Unit TX2 failed
Trackpilot

TP Interface
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
One of the Antenna Units (TX 1, TX 2) failed
Symptom No radar video, alert message
TX 1 failed Manual switch over to TX 2 at all MFDs for collision avoidance
TX 2 failed Manual switch over to TX 1 at all MFDs for collision avoidance

as long as one Antenna Unit only is in failure condition
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7.6 Case 4 – Network Switch Failed
Network Switch 1, 2, 3, or 4 failed
Trackpilot

TP Interface
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
Network Switch Failure

No function at connected MFD, no radar video from connected antenna unit, no sensor
Symptom data from connected sensor interface, alarm messages sent to other MFDs
COLLISION AVOIDANCE at MFD 2
CONNING provided by MFD 2 (manual switch-over)
Switch 1 at MFD 1 ROUTE MONITORING at MFD 4
failed
Radar data provided by TX 2 only (manual switch-over)
Sensor data provided by sensor interface 2 (auto switch-over)
Switch 2 at TP failed No track control available, manual switch-over to steering by wheel

CONNING provided by MFD 1 (default)
Switch 3 at MFD 2 ROUTE MONITORING at MFD 4
failed
Radar data provided by TX 1 only (manual switch-over)
Sensor data provided by sensor interface 1 (default)
Switch 4 at MFD 4 CONNING provided by MFD 1 (default)
failed ROUTE MONITORING at MFD 2
VDR without radar screen shots
as long as one network switch only is in failure condition
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7.7 Case 5 – Network Cable Failed
Network Cable 1, 2, 3, or 4 failed
Trackpilot

TP Interface
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
1 2 3 4
Network Failure
Symptom Alarm messages sent to all MFDs
Cable 1 failed No effect, automatic re-routing of traffic through cable 2 to 4
Cable 2 failed No effect, automatic re-routing of traffic through cable 1, 3, 4

as long as one cable only is in failure condition
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7.8 Case 6 – Trackpilot Electronics Failed
Trackpilot Electronics or Interface failed
Trackpilot

TP Interface
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
Trackpilot Electronics Failure
Symptom Alarm messages sent to all MFDs
No track control available, TP changes from status Track to status Failure, last rudder
Trackpilot Electronics setting is kept by buffer battery, immediate manual switch-over to steering by wheel
failed required
if the Trackpilot Electronics is in failure condition
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7.9 Case 7 - Sensor Data Failed
1) Heading 1 1) Heading 2
2) STW 1 2) STW 2
3) POS 1 3) POS 2
4) Depth 4) Wind
5) AIS 5) NAVTEX
1) _2) _3) _4) _5) 1) _2) _3) _4) _5)
Two or more serial link sensor interfaces are used to receive sensor data from various sensors. The
protocol and the interface HW are designed according to IEC 61162-1 and -2 (equiv. NMEA 0183). The
assignment of sensors to the interfaces is optimized for a maximum of redundancy. The received sensor
data are checked and assessed for validity and quality based on range of values, checksum of telegrams,
error flags, and quality indicators (i.e. HDOP) as received from sensors.
In AUTO mode the most suitable sensor of two or more sensors is selected automatically. In addition a
MONITORING mode between the selected (primary) and any other suitable sensor (secondary) can be
activated by the user. The two sensors are compared depending on limits set by the user.
In general if a selected sensor fails, a warning is given. In case of low quality a caution is given. In AUTO
mode the next suitable sensor is selected. If a redundant or back-up sensor fails a caution is given as
well. Invalid data are not used (IEC 61924 6.3.1.2 b). In that case a fall back mode with DR (dead reck-
oning) is activated.
Sensor Data Failed
An alert is displayed within 3 sec for gyro and within 10 sec for other
Selected sensor data (actual used

sensor) become invalid, or unavail- Warning is displayed for heading, position, ground & water speed, depth,
able, immediate attention required and wind, automatic switch-over to redundant sensor in auto-mode
(IEC 61924 6.3.1.2 d)
Selected sensor data (actual used
sensor) become invalid, or unavail-
able, no hazardous situation Caution is displayed for low position quality, and position status changed
(IEC 61924 6.3.1.2 e)
Redundant sensor data (actual

not used) become invalid, or unavail- Caution is displayed for heading, position, speed log, and depth
able, (IEC 61924 6.3.1.2 c) & f)
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7.10 Case 8 - Power Failed
230V AC
Trackpilot from mains,
buffered by
UPS and
emergency
supply
TP Interface
2x 24V DC from two inde-

pendent 24 V power
Vessel supplies, one connected to
mains, and buffered by
UPS, and one connected to
1) Heading 1) Heading emergency supply of the
2) STW 2) STW vessel
3) POS 3) POS
4) Depth 4) Wind
If mains supply fails, the MFDs required for minimum INS configuration, all network switches, and all
sensor interfaces are buffered at least for 45 sec by an UPS until the emergency power supply of the
vessel is up and running. The same applies to one X-band radar antenna unit. Further MFDs may be
connected to mains only and will stop operation in this case.
For each MFD an UPS with 420 W 1) is required. Note, the capacity of the UPS could be much smaller
(i.e. 150 W), because the power of 420 W has to be delivered for a few minutes only until the emergency
power is up and running. For each X-band antenna unit further 210 W are necessary.
Power Failed
Buffered MFDs and antenna units continue to operate
Other MFDs stop to operate showing black screen, other antenna units stop turning
Mains , no video, alarm messages are sent to active MFDs, operator changes to
supply fails remaining active MFDs, and switches TX to remaining active antenna units as indi-
cated in transceiver list (see screen shot to the right). Not Connected message
appears pointing to failed antenna unit.
Emergency No effect, INS continues to operate
supply fails
INS stops working when UPS is empty, typically after 15 min, INS is fully operational again within 4 min
Both after mains or emergency supply are back. MFDs are starting with Super Home page. From here the
supplies application (RADAR, ECDIS, CONNING) has to be selected. User settings from previous session are
failing restored as far as practical. Sensor selection is in AUTO mode. Heading/Course/Track mode is in OFF
position, and has to be activated again by the user.
1) This value applies to an MFD with 26" monitor, the 22" version requires 370 W.
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Applicable Standards Operating Instructions
8 Applicable Standards
Radar
IMO Resolution A.278 (VIII) IEC 62388 Ed 2.0, 2013
IMO Resolution A.694 (17) IEC 62288 Ed 2.0, 2014
IMO Resolution A.823 (19) IEC 60945 Ed 4.0, 2002 incl. Corr.1, 2008
IMO Resolution MSC.191 (79) IEC 661162-1 Ed 4.0, 2010
IMO Resolution MSC.192 (79) IEC 61162-2 Ed 1.0, 1998
ITU-R M.1177-4
Table III / 5 Applicable Standards for Radar
ECDIS
IMO Resolution A.694 (17) IHO S-57 Ed 3.1.1 (IHO) IEC 61174 Ed 4.0, 2015
IMO Resolution MSC.232 (82) IHO S-61 Ed 1.0 (IHO) IEC 62288 Ed 2.0, 2014
IEC 61993-2 Ed 1.0, 2001
IMO Resolution A.97 (73)- IHO S-52 Ed 6.1 Pres. Lib. 4.0
(HSC-Code 2000)13 (IHO) IEC 61993-2 Ed 2.0 [Sec.14,
16-21], 2012
IEC 60945 Ed 4.0, 2002 incl.
IMO Resolution MSC.191 (79) IHO S-63 Ed 1.2 (IHO) Corr.1, 2008
IMO SN. 1/ Circ. 266 IHO S-64 Ed. 3.0 (IHO) IEC 661162-1 Ed 4.0, 2010
ARCS (UKHO), CM-93/3 IEC 61162-2 Ed 1.0, 1998
Table III / 6 Applicable Standards for ECDIS
Additional Standards for INS (Radar and ECDIS combined = MULTIPILOT)

IMO MSC 252 (83) IEC 61924-2 (2012)
IMO MSC 191 (79) IMO SN.1/Circ.1503
Table III / 7 Additional Standards for MULTIPILOT
Additional Standards for TRACKPILOT (Heading Control)

IMO Resolution A.342 (IX), as amended by ISO 11674 Ed 2.0, 2006
MSC.64 (67) annex 3
Table III / 8 Additional Standards for TRACKPILOT (HCS)
Additional Standards for TRACKPILOT (Track Control)

IMO Resolution MSC.74 (69) IEC 62065 (2002)
Table III / 9 Additional Standards for TRACKPILOT (TCS)
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Operating Instructions Data Exchange within INS
9 Data Exchange within INS
Reference is made to the system diagram in the previous chapter. The following data are exchanged
within the INS:
• Sensor raw data like heading, speed, position, depth
• System navigation data from CCRS and configuration data
• Radar video and target data
• Chart data
• User commands and user symbols
• AIS data, NAVTEX data, engine and automation data and commands
9.1 Navigation Sensor Data
Sensor data are received by a five channel serial sensor interface. The message
protocol applied is the IEC 61162-1 equiv. NMEA 0183. The sensor interface is
checking messages for correct header and check-sum. Incomplete and wrong
messages are discarded. Correct messages are marked with the channel number
and distributed throughout the network to all MFDs. A second sensor interface is
used for redundant sensors or redundant sensor input and further-on for additional
sensors. These data are checked and marked as well and distributed to all MFDs.
9.2 Navigation System Data (CCRS Data)
The Platinum system is based on a Consistent Common Reference System (CCRS) for navigation data.
It references the data of each navigation sensor to a common reference point on-
board. This point is called the Consistent Common Reference Point (CCRP) and is
located at the conning position (where the helmsman is standing). The user can
select another reference point, i.e. the location of one of the radar antennas for
taking precise range and bearing in relation to the radar (for special nautical tasks,
quite seldom used).
Each MFD (workstation) is receiving messages from all navigation sensors. First it
adds a time stamp to each message, then the message is passed to one of the navigation instruments.
Each MFD has a number of these instruments, each one for position, speed over
ground, speed through water, heading, rate of turn, depth, draft, wind, and for
heel. Each instrument first decodes the incoming messages, corrects the position
in relation to the CCRP, and evaluates the received data. If data from redundant
sensors are available, the most appropriate are choosen for further distribution. For
this purpose each instrument has a sensor selector switch at the input in order to
select between main and redundant or alternative sensors. The selection can be
done automatically (AUTO mode) depending on data quality or manually (i.e. GPS
3) by the user. The sensor selection is synchronized between the MFDs. One MFD
is acting as the sensor master, assessing data quality and selecting a redundant
sensor if necessary. The other stations will follow. If the master station fails, another one is taking over
the master function.
Finally each MFD is displaying its own calculated navigation system data. The master MFD is distributing
its navigation system data throughout the network for central services like track control and for host
applications.
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Data Exchange within INS Operating Instructions
9.3 Installation Data about Sensors etc.
Installation data about sensors, especially the

distance of a sensor in longitudinal and trans-
versal direction to the CCRP are entered during
commissioning and distributed via network once
to each MFD.
Each MFD is using its own copy of the installa-
tion data base and is independent from any
network failures.
9.4 Radar Video and Target Data
Radar video data based on user set puls length, inter-

ference rejection, and timing, are generated by the
antenna unit and distributed throughout the network to
all MFDs.
Each antenna unit is maintaining a target list individu-
ally for each MFD. These target data are distributed to
all MFDs as well.
Each antenna unit is generating a video stream of about 10 MBit/s. A system with five antenna units has
a maximum network load of about 50 MBit/s. This is half of the network capacity. All other traffic
comprises less than 10 MBit/s in total. So the 100 MBit/s network is available at all times.
Each MFD is receiving the raw video data stream and is processing it with local anduser settings for gain,
STC, and filters.
9.5 Chart Data
Each MFD is maintaining a local copy of the complete chart data base. If a chart update is required, this
can be performed at the planning station from USB stick or from DVD, and from there distributed to all
other MFDs in one step via network. One and the same chart licence is used for each MFD at the bridge.
Each MFD is using its local chart data base only. Most of the ECDIS alerts, i.e. a crossing safety contour
alarm, are based on local chart data. They are generated on one MFD and they are not distributed
systemwide. They have to be handled from the MFD where they appear.
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9.6 User Settings and Controls, User Symbols
User settings, controls, and symbols are generated at one MFD and depending on their type kept locally
or distributed system-wide via network. Examples are as follows:
• Dimming can be set locally or system wide depending on the user parameter "take part in
system wide dimming".
• Sensor selections are done at one MFD and distributed system wide. All MFDs will switch over
to the same sensor.
• Transceiver selections are done for one MFD and kept local. Another MFD may select another
transceiver. If master mode is activated at one MFD for a specific transceiver, other MFDs are
set to slave mode.
• ECDIS alerts are set locally for the actually used MFD.
• User symbols like beacons, position fixes, danger areas, man-over-board, etc. are set locally
and updated periodically on each MFD in a time frame of some 10 seconds.
9.7 AIS Data
AIS data are received by the five channel serial sensor interface. The message protocol applied is
according to IEC61162-1 equiv. NMEA 0183. The sensor interface is checking messages for correct
header and check-sum. Incomplete and wrong messages are discarded. Correct messages are marked
with the channel number and distributed throughout the network to all MFDs.
All MFDs are displaying the received target data in ECDIS and RADAR as ship symbols and in the target
list. If the AIS system is failing, an alarm message is distributed by one MFD (master station) to all others
in the network. If this master station fails, another one is taking over the master function.
If the AIS unit fails, the user can activate an optional back-up AIS unit which is typically part of the Safe-
Return-to-Port bridge (SRtP).
9.8 NAVTEX Data
NAVTEX data are received by the five channel serial sensor interface. The message protocol applied is
according to IEC61162-1 equiv. NMEA 0183. The sensor interface is checking messages for correct
header and check-sum. Incomplete and wrong messages are discarded. Correct messages are marked
with the channel number and distributed throughout the network to all MFDs.
All MFDs are displaying the received NAVTEX messages. If the NAVTEX system is failing, an alarm
message is distributed by one MFD (master station). If this master station fails, another one is taking
over the master function.
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9.9 Engine and Automation Data and Commands
Engine and automation data are received by the field modules of

the automation system and distributed throughout the automation
network. The automation network is linked by switches to the navi-
gation network. The traffic between the two networks is limited to
the required data for visualizing the status of automation compo-
nents like pumps, motors, valves, etc. and for sending commands
to these components. The occupied data rate is, compared to the
radar video, very low.
Engine and automation data which have passed the link between
the two networks, are received by all MFDs and used for i.e. the
CONNING application to indicate engine rev, propeller rev, status
of clutchers, generators, rudder etc.
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9.10 The Timing of Sensor Data
9.10.1 Data Latency
As far as latency is concerned, the Platinum INS is an integrated system with a straight signal flow.
Sensor data are received by the sensor interface, and distributed directly through the network to all
MFDs. Each MFD is receiving the sensor data without any additional latency.
When entering the MFD, sensor data are time stamped, and directly processed by the instrument system
(CCRS) without any further latency.
9.10.2 Data Timeout
The handling of navigation sensor data in a navigation system is a real time related task. Update rates
of up to 1 Hz (10 Hz for new devices, 50 Hz for the gyro) have to be supported. Interpolation, dead
reckoning, CCRP correction, and datum conversion have to be processed in real time.
Position
Different IEC 61162 sentences have to be considered, for the position the following sentences are
proessed: $--GNS; $--GGA; $--GLL; $--RMC.
The order of the above list is the priority of processing. This means, if a GNS message is available, the
GGA, GLL, and RMC messages are ignored. The priority handling is timeout controlled. If i.e. the GNS
messages are not received for 5 sec, the instrument system is searching for lower priorized messages,
first for GGA, and than for the others.
Finally, if no valid positions are received, a position time out alarm is generated after 15 sec.
If no DTM sentences are received, a warning is given after 120 sec and the standard WGS84 datum is
applied.
Speed Over Ground - VBW and VTG sentences are processed. If no valid VBW messages are received,
the instrument system is searching for VTG messages. If no valid positions are received, a SOG/COG time
out alarm is generated after 15 sec.
Speed Through Water - BW and VHW sentences are processed. If VBW messages are received, the
instrument system is discarding VHW messages. If no valid speeds are received, a STW time out alarm
is generated after 15 sec.
Heading - THS and HDT sentences are processed with priority on THS. If no valid headings are
received, a time out alarm is generated after 3 sec.
Depth, Wind, Draft, and Heel - The same applies to depth (DPT, DBT), wind (MWV, MWD), draft,
and heel. If sentences in bold are received, the second ones are discarded. If no valid sentences are
received, a time out alarm is generated after 15 sec.
ROT - The rate of turn information can be derived from three different sources, first from gyro as a ROT
message (not always available), second calculated from heading message by using advanced filtering
methods (250 ms update rate), and third calculated for track control (different filter applied). If ROT from
gyro is available, it is applied with highest priority. The timeout is the same as for heading.
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9.11 The Integrity Monitoring of Sensor Data
If a second and independent sensor is available

for one type of navigation data (i.e. position, or
speed,...), an additional sensor monitoring can
be activated.
The main sensor is monitored by comparing its
data with the selected secondary sensor. Limit
values can be set by the user.
If the secondary sensor is not available or is
showing a large deviation from the primary
sensor, a warning is given. In addition this new
status is indicated next to the sensor data field
with a yellow symbol similar to the caution
symbol as used for alerts. The same yellow
symbol appears, if the monitoring for this sensor
is switched off by the user.
Dead-Reckoning
Integrity monitoring of position data is supported by two monitoring processes in parallel:
1. The first process compares the selected position sensor
(i.e. GPS 1) with the selected secondary position sensor
(i.e. GPS 2). If the comparison fails, the Position Moni-
toring Warning is given.
2. The second process compares the selected position
sensor (as above) with a dead-reckoning position (DR)
based on SOG and COG. If the comparison fails, the DR
Monitoring Warning is given. By acknowledging this
warning, the DR process is automatically reset.
The yellow caution symbol shown above in front of the position menu appears, if both position moni-
toring processes fail of have been switched off.
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9.12 Dataflow Diagram
Sensor Data
Checks based on validity, status,

Open the tooltip Validity Check and mode flags from sensors and
for sensor raw Plausibility Check integrity status and expected errors
data by moving of sensors
the cursor over
the list of sensors
Corrections to each sensor signal
time correction added
spatial correction
error correction
Consistent Consistent Common Reference

Common for all sensors established
Reference
Most suitable sensors selected for

Sensor system wide data distribution
Selector (manually or automatically)
Ship Data Base

vessel parameter
System data distributed to all func-
reference parameter System tions within MFD (Radar, ECDIS)
sensor data Data and within INS and to external
chart data equipment
route data
Secondary sensor for

comparison with User set limits for
Primary (selected) primary sensor deviation between
sensor for comparison sensors
with secondary sensor
Integrity
Monitoring
Status flag as a result of integ-
rity monitoring controls the
error indication
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9.13 Common Functions for Applications
The table below gives an overview about the common NACOS Platinum functions which are used in the
RADAR and ECDIS applications and which can form a RADARPILOT, an ECDISPILOT, or a MULTIPILOT.
Machinery is listed as well with alarm handling only. The main differences are as follows:
- RADARPILOT: Basic radar functions incl. ARPA and AIS targets, no chart functions
- ECDISPILOT: Chart functions in full color, ARPA and AIS targets on top
- MULTIPILOT: Radar and Chart functions with ARPA and AIS targets
Function tested against Task RADAR ECDIS- MULTI Machin

PILOT PILOT PILOT ery
Navigation sensor IEC 61162 plot own ship with E E E
management IEC 62388/ Ch13 vectors/ trails
Stabilize display IEC 62388/ Ch9 display traffic E E E
scenario, HU, north
Navigation tools IEC 62388/ Ch8 provide EBL, VRM, E E E
(and LOP)*
Process radar video IEC 62388 / Ch5,6 display raw radar E E E
video
Target handling IEC 62388/ Ch10 display ARPA and AIS E E E
targets
Display chart objects IEC 62388/ Ch11 display buoys, E E
beacons, etc.
Display basic chart IEC 61174 display land and water E E
areas areas
Display user symbols IEC 62388/ Ch8 display user set E E E
(maps) beacons, lines, etc.
CCRS IEC 62388/ Ch7 relate all nav. data to E E E
single ref. point
Alarm management IEC 62388/ Ch15 process alarms on 3 E E E E
levels
Route planning IEC 61174 provide waypoint E E E
editor with control
Chart monitoring IEC 61174 check passage against E E
chart depth
Chart maintenance IEC 61174 update chart informa- E E
tion
Conning IEC 62288 show navigation E E E
instruments
Track control IEC 62065 controls ship on pre- E E E
planned route
MFD hardware IEC 60945 monitor; operating E E E E
device; processor
Fig. III / 19 Common Functions for Applications
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Operating Instructions Approved System Layouts
10 Approved System Layouts
As shown in the previous chapters the minimum system layout for INS approval according to MED is
based on three workstations with four monitors (MFDs). For some applications. i.e. the additional class
notations DNV GL AUT (OC) and AUT (AW), further workstations are required.
10.1 Layout for Additional Class Notations AUT-OC (ICS) and AUT-OVS (ICS)
Below a layout with five/six MFDs is shown, it complies with the additional class notations AUT-OC and
AUT-OVS for network based integration (ICS).
Integrated Navigation System

NAUT-OC (ICS)
& optional Planning WS
MFD 5 Route Mon. MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot

TP Interface
MFD 6 Voyage Plan.*
VDR
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX
* MFD 6 for Voyage Planning is required for ships engaged in worldwide trade
The above layout complies with DNV GL Rules for Ships Pt 6 Ch 3 Nautical Safety 4.4.2.3:
The integrated navigation system shall comprise minimum five multi-function-displays (MFDs) with
sufficiently redundant processing units capable of supporting the following applications:
- RADAR, ECDIS, CONNING, BAMS
MFD 3 is using the processing unit of MFD 1 and in case of failure that one of MFD 2.
MFD 6 is required for voyage planning on ships engaged in worldwide trade.
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Approved System Layouts Operating Instructions
10.2 Layout for Additional Class Notation AUT-AW (ICS)
Below in the upper part the same layout as shown on the previous page is used. It is extended by two
further MFDs at each docking station. So if a docking station is designed on each side of the vessel, port
and starboard, four MFDs are added to the layout on the previous page. This extended layout complies
with the additional class notation AUT-AW for network based integration (ICS).
Integrated Navigation System

NAUT-AW (ICS)
& optional Planning WS
MFD 5 Route Mon. MFD 1 Collision Avoid. MFD 3 Nav Status MFD 2 Collision Avoid. MFD 4 Route Mon.
Trackpilot
Sensor Interface 1 TP Interface Sensor Interface 2

MFD 6 Voyage Plan.*
VDR
Vessel
2) STW 2) STW
3) POS 3) POS
4) Depth 4) Wind
5) AIS 5) NAVTEX
* MFD 6 for Voyage Planning is required

for ships engaged in worldwide trade
Docking Station - Port Docking Station - Starboard

MFD 7 Conning MFD 8 ECDIS/Radar MFD 9 Conning MFD 10 ECDIS/Radar
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Operating Instructions Approved System Layouts
This layout complies with DNV GL Rules for Ships Pt6 Ch3 Nautical Safety 4.4.2.3 as shown on the
previous page and in addition to 2.4.11.7 MFD equipment required - NAUT (AW, ICS):
The docking workstation shall be provided with two independent MFD-displays supporting applica-
tions for:
- RADAR, ECDIS, CONNING, BAMS
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Approved System Layouts Operating Instructions
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SETTINGS
NACOS Platinum Navigation SETTINGS
1 Overview
This main chapter is dealing with the long-term settings which are typically done for a longer period, i.e.
several passages. Settings which are required for each voyage again, are described together with the
functional description, i.e. CHART FUNCTIONS for ECDIS related items.
Most of these long-term settings for your
NACOS Platinum Navigation system are avail-
able from the Settings bar. Click to the
Settings Symbol in the bottom left line of the
screen and the Settings bar will open for
about 30 sec. Select your required item.
If the setting bar disappears just open gain. The
display time has been limited in order not to cover
important navigational information more than abso-
lutely necessary.
Depending on the system configuration the entries may

slightly deviate from the screenshot shown here.
Please refer to the footnotes on the next page for any devi-
ations.
Especially if no ECDIS application is installed on your system
(i.e. only RADARPILOT), the corresponding menu entry for
Chart is not available.
The menu entry for Radar (not visible here) is available
only if the RADARPILOT Platinum application is installed on
your system and ECDISPILOT is just selected. It supports
Radar Transmitter control from the ECDIS user interface. In
Radar mode these settings can be controlled directly from
the Radar application.
Most of the expanders are described in this main chapter
about SETTINGS.
Menu entries for TRACKPILOT and SPEEDPILOT related
settings are visible only if these options are installed.
In that case please refer to the subsequent main chapters
about TRACKPILOT and SPEEDPILOT for a description of the
corresponding settings.
Fig. IV / 1 Settings Bar
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SETTINGS NACOS Platinum Navigation
1.1 Structure of the Settings Bar
Group Function Description Details

Channel Man. Check AIS channels & zones and power setting page 116
Settings Switch off AIS TX, reduce power, set LR mode page 117
AIS
Target Fusion Set fusion limits (distance, course, & speed) page 119
TX Test Testing the transmitted power and MMSI, SAAB R5 only page 120
Depth Limits Set limits for depth and under-keel-clearance page 122
ECDIS Alerts Switch on safety contour alarm, set look ahead page 123
Alerts Escalation Set time from unackn. warning to alarm page 124
Guard Zones Set guard zones for auto. target acquisition page 124
Targets Set CPA/TCPA limit for dangerous targets page 125
Chart Select chart display category i.e. Standard page 127
Depth Contour Set safety depth and safety contour page 128
ECDIS Hazards Switch on display of hazards in look ahead and route 1) page 129
Presen- Own Ship Show true scaled outline and astern line for own ship page 130
tation Route Show safety corridor, wheel over line etc. page 131
Target Show ARPA label, ship name etc. page 132
True Motion Set true motion reset, default 70% of screen 2) page 134
User Symbols Select symbol shape and visibility group page 135
Radar Radar Settings Select/switch-on radar TX, control gain, filter 3) page 137
Draught Enter fore and aft draught of vessel page 138
Sensors Sensor Monitoring Set 2nd sensor & limits for sensor monitoring 4) page 139
Sensor Properties Remove sensors from auto selection page 141
Speed- Speedpilot Set control sensitivity and economy See main chapter
pilot Utilities Access to Speedpilot service tools SPEEDPILOT 5)
Track- Trackpilot Set rudder economy & control limits See main chapter
pilot Utilities Access to Trackpilot service tools TRACKPILOT 6)
Table 1-2 Structure of the Settings Bar
1)
Only available in ECDIS
2)
Setting of true motion reset only available in ECDIS
3) Only for MULTIPILOT in ECDIS mode
4) Only if second sensor of same kind is connected
5)
Only if SPEEDPILOT is installed
6)
Only if TRACKPILOT is installed
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Operating Instructions Default or S-Mode Settings
2 Default or S-Mode Settings
The S-Mode is a pre-defined setting of the ECDIS and RADAR presentation in order to meet the most
typical navigational scenarios. It can be used during change of the watch to give the next nautical officer
a well-known presentation regardless of the last operating sequence carried out before. It might be
helpful also for the pilot on entering the bridge.
The S-Mode button can be found in the bottom left menu line (see red arrow below).
Pressing the S-Mode button for ECDIS leads to default settings for more than 70 presentation parame-
ters as defined by the ECDIS test standard IEC 61174 Ed.4. One of these parameters is the range which
is set to 3 NM. Please compare to RADAR where the default setting is 6 NM. A detailed description can
be found on the subsequent pages.
For RADAR the number of presentation parameters is smaller, but nevertheless comprehensive. As
already mentioned the range is set to 6 NM. The detailed parameters for RADAR are described on page
114 and following.
The S-mode button has no effect on other settings like ARCS or ENC selection, target handling, disabled
dangerous target alarm, sensor selection, vector length, disabled alarm horn, disabled AIS transmitter,
or other. The user has to ensure that these settings are suitable for the actual traffic scenario.
The resulting screen after pressing the S-Mode button in ECDIS is as follows:
S-Mode button
Fig. IV / 2 Overview of the S-Mode for ECDIS
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Default or S-Mode Settings Operating Instructions
2.1 Default Sidebar Settings for ECDIS
Clicking to the S-Mode button in the bottom line and confirming the selection will pre-set the navigation
sidebar settings as follows:
Stabilization is set to True Range Rings

Click here for Default or S- Motion, own ship is are switched off
Mode and confirm selection centered in the display
Orientation is set to
North-up
Heading and
Speed source
Range is switched settings remain
to 3NM unchanged
Position source
Reference is switched settings remain
to Ground unchanged, the
geodetic datum is
always WGS 84,
Vector and Trail any other datum is
length is set to 6 min rejected and a
warning is given
Plots and Prediction Charts selection

are switched off remains unchanged
Vector Mode is Target Fusion is on

set to True with AIS on priority,
Sleeping Targets are
switched on, trial mode
is switched off
Fig. IV / 3 Default Sidebar Settings for ECDIS
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2.2 Default Presentation Settings for ECDIS
Clicking to the S-Mode button in the bottom line and confirming the selection will pre-set the presentation
settings as follows:
Chart is set to category
standard 1) with paper
chart symbols, important
text only, plain bound-
aries, no light descrip-
tions, no full lenght
sectors, no extra symbols,
no quality indication, and
no highlighted updates.
Date and Scale Depen-

dent Objects are
displayed within effective
dates/ scales.
1)
Category standard does not
guarantee the completeness of
the display. Ensure at regular
intervals (e.g. after a change
of watch) that all of the neces-
sary display groups are being
displayed.
Admiralty Information
Overlay (AIO) settings remain
unchanged, but any additional
information layer, weather,
tide, AML, and also AIO is
True Motion Reset is set cleared from display
once to 10% from display
edge when the s-mode
button is activated.
The slider setting is not Depth Contour is set

changed. The earlier to 2 shades without
value is applied again for labels, shallow water
subsequent settings. pattern is off and
shallow water danger is
on, safety depth and
contour remain
See page 111 for ECDIS Hazards! unchanged
The following presentation settings are

not affected: Own Ship is set to true
scale off, heading line
Selected Route including route param- on, past track on with
eters, Target labels and AtoNs, and 12 h length and 30 min
User Symbols time labels
Fig. IV / 4 Default Presentation Settings for ECDIS
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2.3 Default Alert Settings for ECDIS
Clicking to the S-Mode button in the bottom line and confirming the selection will pre-set the alert
ECDIS Alerts
The following three alerts
are activated:
1) Crossing safety contour alarm
2) Navigation Hazard ahead

caution
3) Crossing special area caution
are activated,
the Look Ahead Sector is

set to 6 min but not shown
on chart.
The rest remains

unchanged.
Escalation time for

unacknowledged warn-
ings remains as set
before, after this period
any unacknowledeged
warning turns into an
alarm
Guard Zones remain

unchanged
Targets
The Dangerous
Target Alarm is acti-
vated, CPA is set to
2.0 NM and TCPA to
12 min.
The rest remains

unchanged.
Fig. IV / 5 Default Alert Settings for ECDIS
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2.4 Default Hazard Presentation Settings for ECDIS
Clicking to the S-Mode button in the bottom line and confirming the selection will pre-set the ECDIS
hazard presentation alert settings as follows:
ECDIS Hazards
The presentation of all

three hazard groups is
activated:
Show crossing safety

contour
Show navigation hazards

ahead
Show crossing special

areas on chart including
all subareas
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2.5 Default Layer Settings for ECDIS
The presentation of additional information on top of the electronic chart is structured in different layers.
A click into the chart area with MORE and the selection of Layer opens the menu for setting the visibility
of the different layers. Typically these have been set according to the individual needs of a previous user.
Clicking to the S-Mode button in the bottom line and confirming the selection will pre-set the layer
ECDIS Layers
Radar Video is deacti-

vated.
Targets are deactivated.
The rest remains

unchanged.
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2.6 Summarized List of Default Settings for ECDIS
Display category ECDIS Standard display

Chart related selector: Accuracy Off
Chart related selector: Date dependent objects current date
Chart related selector: Highlight date dependent Off
Chart related selector: Full light lines Off
Chart related selector: Highlight info Off
Chart related selector: Highlight document Off
Chart related selector: Unknown On
Chart related selector: Contour labels, if provided Off
Chart related selector: Four shades, if provided Off
Chart related selector: National language, if provided Remain unchanged
Chart related selector: Paper chart / Simplified symbols Paper chart
Chart related selector: Plain / Symbolized boundaries Plain
Chart related selector: Text group layer Important text
Selected sea area Around own ship with appr. offset
Range 3 NM
Orientation True motion, north-up
True motion reset 10 % from display edge
Geodetic datum, if selectable WGS84
Manual updates (see 5.9.2) If applied i.e. displayed if available
Mariner’s notes (see 5.4.1) If applied i.e. displayed if available
Selected route Last selected route, incl. route parameters
Past track On
Past track length and time labels On, 12h and 30 min
Look-ahead time 6 min
Any edit window (for example route plan) Exit
Position data source remain unchanged
Safety contour and safety depth remain unchanged
Cross track limit remain unchanged
Graphical indication, crossing safety contour during route planning On
Graphical indication of prohibited areas, etc. during route planning On
Distance to prohibited areas, etc. remain unchanged
Graphical indication of crossing safety contour during monitoring On
Graphical indication of prohibited areas etc. during monitoring On
Graphical indication of navigational hazards during route monitoring On
Object highlight, selected object, track display from log Cleared from display
Cursor pick and any additional window (tides, AML, etc.) Closed
Any additional information layer, i.e. weather, tides, AML Cleared from display
Chart update, Chart information exchange Aborted
Colour differentiation test diagrams Closed
Update review Off
Chart 1 Closed
Units m, NM, kn
Crossing Safety Contour Alarm On
Approaching a navigational hazard caution On
Crossing special areas Caution
Vector time (length) 6 min
Vector mode True
Vector stabilization Ground
Symbol for target association AIS
Collision warnings ON, CPA 2 NM; TCPA 12 min)
Radar and AIS target association ON
AIS target filtering not provided
AIS true target outline Off
Display of Radar image overlay and tracked Radar and AIS targets Off
Target past positions and trails Off
Lost target warning and warning range Off and 12 NM
AIS interrogation Off
Own ship true outline Off
LOP source indication Off
User selected time for warning escalation user set
Suppression of indication of user selected MSI messages based on Remain unchanged
first character of NAVTEX code field
Suppression of indication of user selected messages based on time No
and distance from own ship
Brightness and contrast controls, if software controlled Calibrated setting
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2.7 Default Settings for RADAR
Clicking to the S-Mode button in the bottom menu line will pre-set most of the Navigation Sidebar
settings to default values as shown in the subsequent screenshots.
All other settings remain as they have been set before, e.g. routes, user symbols, navigation lines,
parallel index lines, gain, sea and rain filter rain.
The default settings can be used e.g. for pilots or new crew members to familiarize with the equipment.
Stabilization is set Range rings are
to True Motion switched off
Orientation is set to
North-up
Range is switched
to 6 NM
Reference is switched
to Ground
Vector and Trail

length is set to 6 min
Plots and Prediction

are switched off
Vector Mode is Charts are Target Fusion is off, EBL1 and VRM1
set to Relative switched and Sleeping Targets are switched on,
off are switched on, trial EBL2 and VRM2
mode is switched off are off
Click here for Default or S-

Mode and confirm selection
Dangerous Targets is switched on, Target Acquisition
CPA set to 2 NM, TCPA to 12 min is switched off
Fig. IV / 6 Default or S-Mode Settings for RADAR
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Operating Instructions AIS Settings (if AIS is connected)
3 AIS Settings (if AIS is connected)
The AIS Transponder System provides AIS data from other vessels (i.e. identity, position, speed, course,
and cargo) and objects around the own ship in a radius of about 20 NM (in reach of VHF radio). At the
same time it transmits own AIS data (as above) to other vessels in the vicinity (up to 20 NM as above).
If the AIS transponder on board is connected to the NACOS Platinum Navigation, data from other vessels
are displayed as symbols on top of the ECDIS chart or radar PPI.
The AIS system uses four different categories of symbols as follows:
- AIS targets: ships that are equipped with an AIS system
- SAR aircraft: search-and-rescue airplanes 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
center.
The AIS targets and SAR aircraft can be activated and tracked in the same way as radar/ARPA targets.
Please refer to the separate main chapter about TARGET HANDLING.
Select one of the settings in the AIS group from the

Settings Bar:
1. Channel Managament for checking AIS chan-
nels & zones and power setting or
Click here to
2. Settings for switching off the AIS transmitter, for open the
reducing power, or for activating LR mode or Settings Bar
3. Target Fusion for setting the fusion limits of

radar and AIS targets (distance, course, & speed)
Those settings, which have to be updated for each voyage, are described in the main chapter about AIS,
NAVTEX Printer, and other Subsystems, i.e.:
- Voyage data with destination and ETA
- Status with Power Off, and LRIT response, and display of SARTs
- Channel settings with low power mode for loading tankers and mooring
All operating actions can be performed on any workstation without the need for a particular switch-over
procedure. As far as the AIS settings and the information transmitted are concerned, the last operating
action applies.
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AIS Settings (if AIS is connected) Operating Instructions
3.1 Channel Management
The AIS system is using two VHF radio channels for

data exchange between vessels. They are set by
default.
The correct selection and setting of channels
depending on the zone where your ship is sailing is
done automatically by the AIS Transponder System.
It is important to keep these settings as they are
because the AIS system cannot function unless all
AIS transponders communicate on the same VHF
channels and with the correct bandwidth.
It is also possible to make a setting manually, but this should only be done in
exceptional cases and following the advice of a local administration received by
radio, publications, etc. and only after having informed the ship's command
personnel accordingly.
Please refer to the main chapter about AIS, NAVTEX and other Subsystems for more information about
the list of status data, the channel setting, and any further settings (chapter only included in NACOS
Platinum Navigation system documentation).
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3.2 Transmitter ON/OFF and Long-range Mode (Earlier AIS Model)
Select AIS Settings to enter the menu.

Check the displayed information and adjust if necessary.
If the Adjust buttons are not accessible, any update of
the stored information has to be entered from the sepa-
rate operating unit (MKD) of the AIS transponder.
Transmitter
Indicates whether the transmitter is switched ON or OFF. Prevent the AIS transponder from transmitting
completely by setting this entry to OFF (if AIS is connected for remote operation). Otherwise use the
separate operating unit (MKD) of the AIS transponder for switching off.
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 a 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
in the Event Log and can also be called up after an accident at sea
Low Power Mode

For safety reasons (possible explosion) the transmitting power of AIS transponders on tankers shall be
reduced to low power during loading and unloading.
LR Interrogation Mode
This line indicates the long-range interrogation mode of the AIS transponder system. The transponder
can be interrogated about own AIS data by using other communication systems, i.e. a SATCOM system.
Because this interrogation can be done over long distances compared to the typical VHF range for AIS,
it is called "long-range interrogation".
The interrogating station, i.e. a vessel traffic service center or harbor authority, specifies which data are
requested. The reaction of the AIS electronics unit can be set by means of the Long-Range Interro-
gation Mode.
- Auto: In the case of an interrogation, the reply is sent automatically. For the purpose of informa-
tion, the AIS Interrogation alarm appears; it should be acknowledged in the usual way.
- Manual: In the case of an interrogation, the AIS Interrogation alarm appears. By acknowledg-
ment, the AIS Interrogation dialogue appears. The reply is sent with the Reply button or is
instead prevented with the Close button.
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3.3 Transmitter ON/OFF and Long-range Mode (AIS Model after 2010)
Select AIS Settings to enter the menu.

Check the displayed information 1) and adjust if necessary.
If the Adjust buttons are not accessible, any update of
the stored information has to be entered from the sepa-
rate operating unit (MKD) of the AIS transponder.
Transmitter
Indicates whether the transmitter is switched ON or OFF. Prevent the AIS transponder from transmitting
completely by setting this entry to OFF (if AIS is connected for remote operation). Otherwise use the
separate operating unit (MKD) of the AIS transponder for switching off.
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 a 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
in the Event Log and can also be called up after an accident at sea
LR Interrogation Mode
This line indicates the long-range interrogation mode of the AIS transponder system. The transponder
can be interrogated about own AIS data by using other communication systems, i.e. a SATCOM system.
Because this interrogation can be done over long distances compared to the typical VHF range for AIS,
it is called "long-range interrogation".
The interrogating station, i.e. a vessel traffic service center or harbor authority, specifies which data are
requested. The reaction of the AIS electronics unit can be set by means of the Long-Range Interro-
gation Mode.
- Auto: In the case of an interrogation, the reply is sent automatically. For the purpose of informa-
tion, the AIS Interrogation alarm appears; it should be acknowledged in the usual way.
- Manual: In the case of an interrogation, the AIS Interrogation alarm appears. By acknowledg-
ment, the AIS Interrogation dialogue appears. The reply is sent with the Reply button or is
instead prevented with the Close button.
Display SART in Test Mode

indicates whether an AIS-SART (SART = Search And Rescue Transmitter) in test mode will be displayed
in the chart or radar PPI. Set to ON or OFF as required. For the presentation of SARTS please refer to
page 133.
1)
Low Power Mode: For safety reasons (possible explosion) the transmitting power of AIS transponders on
tankers is automatically reduced to low power during loading and unloading. No user operation is required as long
as the type of vessel is configured during installation to Tanker and the navigation status is Moored and not moving
faster than 3 kn (valid for transponders acc. to new IEC standard 61993-2 ed. 2.0 from 2010-10-19).
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3.4 Target Fusion
An ARPA target and an 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
preset limits, the targets will be associated if this function is activated.
In this case, only one of the symbols is shown. Anyway, both targets will
be continuously tracked. The blanked-out symbol will appear again auto-
matically if the differences in data exceed the preset limits.
The limits required for this function are set here.
It is possible to define the priority for showing an object as ARPA or AIS
targets for the case that target fusion is active for a tracked target. This
means that one of the symbols can be suppressed on the PPI. Addition-
ally, it can be defined for a single selected target on the PPI to show the
suppressed symbol for a limited period of time.
Fusion Distance
If the distance is less than the set limit, the ARPA and AIS target are displayed as one target. Choose
between 0.1 and up to 0.3 NM.
Fusion Course
If the course difference is less than the set limit, the ARPA and AIS target are displayed as one target.
Choose between 5 and up to 35 degree.
Fusion Speed
If the speed difference is less than the set limit, the ARPA and AIS target are displayed as one target.
Choose between 0.5 and up to 1.5 NM.
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3.5 AIS Test (SAAB R5 only)
This function initiates a test call to a neighboring AIS

station. The MMSI and strength of the received call are
indicated (available only if SAAB R5 AIS is connected).
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Operating Instructions Settings for Alerts
4 Settings for Alerts
This chapter describes settings required for

individual alert handling. According to the
new Radar Performance Standard the
NACOS Platinum Navigation system is
based on a four level alarm system with
external alarms having the highest priority
followed by internal alarms, warnings, and
cautions.
The permanent Alarms menu comprises all
functions for alarm handling. It provides
access to the alarm list, to the switch for
silencing the alarm horn, and to the
settings for ECDIS alerts and own ship look
ahead sector
If the alarm list is opened by the Alarm

List button (blue arrow). It always shows OPEN
the complete list of alarms, warnings and
cautions, independently of the previously
made selections of filters or priorities in the
list.
The list then shows the newest alarm
entry at the top of the alarm window.
Close the list with a click on the small
triangle left of the Alarm expander (red
arrow).
CLOSE
More details about the alarm list can be
found in the main chapter ALARMS,
WARNINGS, AND CAUTIONS.
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Settings for Alerts Operating Instructions
4.1 Setting the Depth Limit Alarm
Depth Limit
Enter the depth limit and check the corresponding box for an
alarm.
Under-Keel-Clearance
Enter the under-keel-clearance and check the corresponding
box for an alarm.
4.2 Escalation of Alerts
For navigational alarms the escalation time period which

expires until an unacknowledged warning is automatically
changed into an alarm can be set here.
This setting is protected by a password level 4.
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4.3 ECDIS Alerts and Look-Ahead Sector
Alerts
The first three alerts are part of the chart monitoring:
1. Activate the Safety Contour Alarm if you wish to
have an alarm on crossing the safety contour indi-
cating shallow water areas. For the setting of the
safety contour please refer to Depth Contour (see
page 128).
2. Activate the Navigational Hazard Caution, if
you wish to have a (visual) indication on
approaching a hazard like buoy, beacon, pipeline,
cable, offshore platform, wreck, fishing zone,
mooring area, ice zone, or similar.
3. Activate the Special Areas Caution if you wish to
have an indication or warning on crossing an own
safety line, dangerous area, or dangerous user
symbol like a wreck. It can be chosen whether this notification will be raised as a caution or
warning.
The next two are part of the track monitoring:
4. Activate the Critical point on route alarm if you wish to have an alarm on reaching the next
wheel-over point.
5. Activate the Cross-track alarm if you wish to have an alarm on cross deviation from the planned
track. The limit can be set during route monitoring.
Please refer to the main chapter about ROUTE PLANNING AND MONITORING for more details.
Look-Ahead Sector
Show on Chart activates a virtual sector in front of the ship,
formerly known as "guard sector".
For this ECDIS Monitoring function, the program constructs a
monitoring sector (ahead sector) with an adjustable sector width
and length which can be defined here.
In the example, the sector has a length of one mile and a width
of 250m at its end. The guard sector opens out from own posi-
tion in the direction of the ship's movement and is carried along
with the ship. The monitoring is performed both with the look
ahead sector and with own position (i.e. the own ship contour).
It takes place for chart objects as activated above and for user
symbols like wrecks, and obstructions. The monitoring is therefore independent of whether the display
of these objects is switched on or off.
Whenever a monitored object is within the defined range of the sector or it touches or overlaps the ship’s
contour, an alarm is raised.
☞ Even when the function Show on Chart is switched off for display, in any case the defined look-
ahead sector monitors against the objects under Alerts in the frame below.
☞ It might be an advantage to switch off the look-ahead sector monitoring if the speed is very low or
the ship is stationary.
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Settings for Alerts Operating Instructions
4.4 Acquisition / Guard Zone Settings
Open the Guard Zone menu under Settings.

Two independent acquisition/guard zones can be switched on in
order to acquire automatically all radar targets and sleeping AIS
targets entering the zones. The acquisition/guard zones are
switched on and off by checking the controls Zone 1 and/or Zone
2.
☞ If the acquisition/guard zone is switched off, automatic target
acquisition does not take place any longer. Targets already
acquired will be tracked further on.
If a target has not been tracked before entering the acquisition/guard zone, the Target Auto-Acquired
alarm appears.
If a target has already been tracked when it entered the acquisition/guard zone - the Target Entered
Guardzone alarm appears.
After acknowledgment of the alarm, the automatic target tracking starts and afterwards
- 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 in the small ranges
- The capacity of the target tracker is restricted to 40 activated and 240 sleeping targets.
If there are already 95% of the maximum number of ARPA targets or 95% of the maximum number
of AIS targets being tracked or acquired, the Check ARPA/AIS Target Capacity warning appears.
In this case, at least one unimportant target must first be deleted before another target can be
acquired.
If there are already 100% of the maximum number of ARPA targets or 100% of the maximum
number of AIS targets being tracked or acquired, the ARPA/AIS Target Capacity Exceeded
alarm appears. In this case, at least one unimportant target must first be deleted before another
target can be acquired.
Setting the Range of the Acquisition/

Guard Zone
Example shown for Guard Zone 1: Click on
the arc that defines the acquisition/guard
zone and use the small handle to drag the
zone to the desired size.
☞ The outer limit can be set to a range
value between 1.5 NM and 20 NM.
Setting the Angle of the Acquisition/

Guard Zone
Click on the angle line that defines the acqui-
sition/guard zone and use the small handle to Handles
drag the zone to the desired angle.
☞ 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.
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4.5 Dangerous Targets Settings
Dangerous Targets On
This function is activated under Settings -> Target. Targets
which are tracked by the ARPA and also AIS targets can auto-
matically be marked as dangerous targets by the automatic
collision avoidance computation if their closest point of
approach (CPA/TCPA) is lower than the limits set in the Alarm
Limits group. As a result,
- the Dangerous Target alarm appears,
- the target which has caused the alarm is indicated on the
chart by means of the flashing symbol or ; if
a sleeping AIS target has caused the alarm, that target is
automatically acquired in before hand. The flashing of the
symbol stops after the alarm Dangerous Target for the
appropriate target has been acknowledged. The alarm is
kept in the alarm list.
Auto ACQ. AIS Targets (Auto Acquired AIS Targets)

In particular cases, it might be required to prevent AIS targets from being acquired by the collision avoid-
ance computation, for example to avoid unnecessary alarms in port or at other berths caused by AIS
targets. In this case the check box must be cleared.
Limits for Closest Point of Approach (CPA)

The limit for the distance to the closest point of approach of a target can be set here. If a target gets
closer then the set limit, it is automatically marked as dangerous target and the alarm Dangerous
Target is raised. Choose between 1.0 and 10 NM.
Limits for Time to Closest Point of Approach (TCPA)

The limit for the time to closest point of approach of a target can be set here. If the time of the TCPA
gets shorter then the set limit, it is automatically marked as dangerous target and the alarm Dangerous
Target is raised. Choose between 1 and 10 min.
AIS Lost Target

Check this box if an alarm for a lost AIS target shall be given.
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Settings for Presentation Operating Instructions
5 Settings for Presentation
This chapter describes settings required for the individual presentation of

• charts
• the depth contours
• the ECDIS hazards
• the own ship symbol
• the own routes
• the targets
• the true motion reset
• and user symbols.
Select one of the items from the Settings bar to open the corresponding menu.
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Operating Instructions Settings for Presentation
5.1 Settings for Chart Presentation (if ECDISPILOT is installed)
Categories
Select one of the display categories for the details
that are to be shown in the chart.
- Base is providing coast lines and obstacles only
and is not sufficcient for navigation.
- Primary is covering Base plus buoys and
beacons and is used for chart radar.
- Standard is sufficient for voyage planning and
monitoring.
- All contains above categories and all other
display groups of the electronic chart.
- Custom allows the user to make all settings
individually. Click to Adjust to select each item.
The selected category (Base, Primary, Standard, All, Custom) is
indicated in the top status line of the application area.
A plus sign (‘+’) after the category is shown, if additional groups

have been selected. A minus sign (‘-‘) after the category is shown,
if additional groups have been deselected.
Moving the cursor on top of the Category field opens a small infor-
mation window with details about the selected or deselected
groups.
When vector charts are being used, it must be ensured at regular intervals (e.g.
after a change of watch) that all of the necessary display groups are being
displayed. Not even the Display Standard setting guarantees the completeness of
the display.
Advanced
• Text Labels can be switched on in steps: none, important, primary, all, and custom. Click to
Adjust to customize the presentation.
• Symbols and Areas Select between paper chart or simplified presentation.
• Additional Information Check corresponding controls for national language, lights, accuracy,
and highlighted information. Consider scale dependant display of information.
• Highlight Updates None, Last or All updates are highlighted depending on the choice.
Date Dependent Displayed Features
• Within Current Date: Date dependent objects are displayed only if they have a date
matching with the current system date.
• Within Selected Range: Date dependent objects are displayed only if they have a date within
the range entered under viewing date start and end.
Background for No-Data Areas
If RADARPILOT is installed, and selected, this menu line is shown. Select the background for No-
Data areas in Chartradar mode (ENC=ON), either dark or no-data pattern.
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5.2 Settings for Safety Contour and Depth Presentation (in ECDIS)
Check the draught of your own vessel as shown here in

the Depth Contour menu (red arrow). If not ok, set
the correct value (see page 138) and come back.
Select the number of different depth shades (two or
four). The following example applies to four shades.
Then select the depth value in meters for each shade
by shifting the corresponding slider.
• Set the Shallow Contour slider (the top one)
to an appropriate value of a few meters.
• Set the Safety Depth slider (which gives the
alarm) according to your ships draught plus
safety margin of a few meters.
• Set the Safety Contour slider (the next one)
close to it.
• Finally set the Deep Contour slider as appro-
priate (i.e. 3x ship draught).
As a result on the electronic chart the colours will indi-
cate the depth as adjusted in the above dialogue, from
light brown (land) to light blue and white. In chartradar
mode the colour scheme for night is used.
The whole colour scheme for day and night is shown in

the diagram below.
Chart zero
Shallow contour
Draught
Safety depth
Safety contour
Deep contour
Non-navigable area Navigable area

"Night" color
Brown Green Blue Darkblue Darkgray Black scheme
"Day" color
Brown Green Blue Lightblue Grayblue Lightgray scheme
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5.3 Settings for Presentation of ECDIS Hazards
According to the new ECDIS Standard IEC 61174 Ed.

4.0 any hazards in the ECDIS which appear either in
the look ahead sector or on the planned route
corridor have to be additionally highlighted.
This presentation feature can be switched off by the
user individually.
Click to the Settings symbol in the bottom line and
select ECDIS Hazards from the list of settings.
The menu as shown to the right is opened.

Check the boxes of those items which you would like
to highlight during route monitoring in the ECDIS.
In general it is recommended to activate all three
groups:
1. Crossing safety contour 1)
2. Approaching navigational hazards
3. Crossing special areas (with all sub-areas)
If the presentation is overloaded, specific settings can be switched off.
In S-mode all settings are activated (see page 111).
Examples for the presentation of the three ECDIS hazards are given below:
2) Navigation hazard ahead

within the look ahead sector is
indicated with a yellow square 3) Crossing a special area with the
1) Crossing a safety contour look ahead sector, here PSSA (partic-
with the look ahead sector is indi- ularly sensitive area), is indicated by
cated by a red border line a yellow border line
1) Refer to page 128 for setting the depth value for the safety contour
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5.4 Own Ship Symbol
The own ship presentation can be configured to the

actual nautical requirements.
The Minimized Symbol consists of two concentric
circles representing the position of the CCRP of the
own ship.
Prediction
If the prediction has been activated, a curved head-
line is shown in addition to the own ship symbol.
Select Alternate Color to change the color of the
curved headline for easier identification.
True Scaled Outline
Activate this function to show the own ship true to

Ship symbol with true
scale with length and beam size parameter as stored scaled outline
in the ship configuration data.
The True Scaled Outline is available only in the
smaller ranges 1) if the beam size is displayed larger
than 3 mm on the screen. It cannot be displayed in
larger ranges. Beam size
Stern line
Stern and Heading Line
Add stern (- - - -) and heading (------) line by clicking
into the corresponding box. Both lines are displayed as
far as the edge of the PPI.
Predicted course line

Past Track (only for ECDIS) (the black dashed
line)
Add Past Track and 2nd Past Track to your own
Track line of acti-
ship symbol and select the Track Length in hours vated route (the red
and the density of Time Labels in minutes. dashed line)
Click to the Drop button to add in addition Manual Ship symbol with
Labels to the Past Track. continuous black
heading line
In compliance with the IEC Radar standard this func-
tion is available only for ECDIS. In RADAR mode the Past track (the bold
second part of the menu is hidden. Please refer to black black line, here
with 3 min. labels)
the Vector & Trails function in the Navigation Sidebar
for displaying a short Plot of the own ship in RADAR Stern line (the dotted
mode (See page 178). black line)
1) Normally (depending on the size of the ship) 1,5 or 0,75 NM and below
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5.5 Route Presentation
Before route editing is started, the settings for

displaying the route in the application area
should be checked.
Please refer to the separate main chapter about
ROUTE PLANNING AND MONITORING for more
details.
Refer to the following picture to identify the items that can be superimposed as additional information
to the route.
Waypoint number
Wheel over point/

wheel over line (the
point were the course Bearing of the track (also
has to be changed) called leg) from waypoint
2 to waypoint 3
Safety corridor, its width is adjust-

able separately for each leg by
clicking to the grey area and
drawing to the required width.
Fig. IV / 7 Settings for the Route Display
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5.6 Display of Targets
Labels for ARPA and AIS targets and the visi-

bility of ATONS can be switched on and off by a
click to the corresponding box.
ARPA Targets are shown with the radar trans-
ceiver number selected at the MFD and the target
number 1). If a ship name has been entered by the
user in the target list, this name is displayed
instead of the number.
AIS AToNs are marked with their name.
AIS Acquired Targets and AIS Sleeping
Targets are marked with the received MMSI, Call
sign, or Ship Name. Just select the corre-
sponding type from the list.
The true scaled outline for AIS Acquired Targets is automatically selected if the same setting has
been made for the own ship presentation, please refer to page 130. This outline is shown only if the AIS
target delivers the ship dimensions and if the resulting beam of the target symbol in the PPI exceeds 3
mm. In all other cases the AIS symbol is still shown.
AIS AToNs (AIS Aids-to-Navigation) are virtual or real navigation

marks which are reported by AIS transponders. They are used as a
replacement for buoys, lighthouses, etc.
Real AToNS have a transponder which is physically at the position
of the navigation mark. They are visualized by a square with a thin
pink frame as shown in the screenshotto the right.
Virtual AToNs have a transponder which is physically somewhere
else, i.e. at a shoreside base station. They are visualized by a
square with a dashed thin pink frame and a cross inside.
For more information use the cursor to point to the AtoN symbol of interest, the cursor tool tip changes
from standard indication to an extended one with AtoN information.
- The AtoN is not listed in the target list and it is monitored like a chart object
- If the Obstruction Ahead ECDIS alert is set, and the look ahead sector of own ship reaches an
AtoN, the Crossing a Danger warning is raised
- If the Safety Contour Alarm is set, and the look ahead sector of own ship reaches the AtoN, this
alarm is raised
SAR Aircrafts and Vessels are equipped with AIS transponders. The type of
ship is set correspondingly to SAR aircraft or SAR vessel. Special symbols are
used for presentation in ECDIS and Radar as follows:
The SAR aircraft symbol is oriented in the direction of the COG of the aircraft.
The length of the symbol is 6 mm.
The SAR vessel symbol is oriented in the direction of the COG of the vessel.
1) If ARPA targets are received from external radar, only the target number is available.
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5.7 Display of AIS-SART, AIS-MOB, and AIS-EPIRB Devices
AIS Search and Rescue Transmitters are typically available as hand-held devices on the bridge or in
a lifeboat (called AIS-SART), or integrated into a life vest (called AIS-MOB), or as a floatable EPIRB
(called AIS-EPIRB).
They are transmitting the position of the device as derived from an integrated GPS receiver.
If the AIS transponder on your own ship is
receiving such a message instead of the stan-
dard AIS symbol a special symbol is used for
presentation in ECDIS and Radar as follows:
The SART symbol for all three applications
(SART, MOB, and EPIRB) is represented by a
crossed circle in red colour.
If a SART device is transmitting in test mode
instead of active mode the colour changes from
high-lighted red to orange. The display of
SARTS in test mode can be suppressed under
AIS settings (for later AIS models), see also
page 118. The display of SARTs in active mode
can not be suppressed.
By moving the cursor to the SART symbol a
window opens with more detailed information
where the name of the target is either SART,
EPIRB, or MOB and the status can be ACTIVE
or TEST.
Suppress display of
The example to the right is showing an MOB SARTs in test mode
ACTIVE device (Man-over-Board).
At the same time the AIS SART is also shown

in the target list.
If many targets are tracked, the entry may be
at the end of the list and not visible depending
on sort order settings.
So just click to the small triangle in the top line
(red arrow) of the target list and select the
entry Show AIS SARTs to see i.e. the AIS
MOB target at once.
☞ An AIS-MOB and a manually set MOB symbol are handled completely different.
• The manually set MOB Symbol is starting on the actual ship position, it can be corrected
manually if required, and is drifting with set values for wind and current.
• The automatically set AIS-MOB Symbol is controlled only by the received AIS messages
from the SART which is integrated in the life vest. It can not be corrected in position, it is not
connected to any manually set MOB symbol and can not be merged with any manually set MOB
symbol.
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5.8 TM - True Motion Settings
As far as the screen stabilization is concerned, there is a choice between True

Motion, Relative Motion and Browse mode (Browse only for ECDIS).
The browse mode can be used for ECDIS planning. It allows you to jump to any
location in the chart independent from the own ship position.
True Motion and Relative motion mode are showing the own ship in the screen
center as follows:
- True Motion in General

The position of not moving targets (buoys, beacons, land or lighthouses) is fixed, also the chart in
the background is fixed; the own ship symbol moves across the screen. The PPI/chart area orien-
tation is North-Up or Course-Up. Automatically by means of a true motion reset (TM reset), the
own ship symbol on the PPI/chart area is reset in good time before the PPI/chart area boundary is
reached; this resetting is done in such a way that the larger part of the PPI/chart area lies ahead
of the own ship.
True Motion for ECDIS (TM)

For the ECDIS application the appropriate
value for the automatic True Motion
Reset can be set by means of the slider in
the Settings > Settings > TM dialogue.
Just pick up the slider with the right mouse
button and adjust as required. Manual
reset can be done with the pan buttons in
the top left chart area.
- REL Motion
Own ship's position is fixed; the chart or radar video moves relative to own ship in accordance 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.
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5.9 Presentation of User Defined Symbols
Users can drop individual symbols selected from a library into a chart in addition to the existing chart
symbols. These symbols are called user symbols. Various user symbols are available starting from
different buoys, lighthouses, wrecks, radio stations etc. Lines, areas, and events can be dropped as well.
The presentation of these user symbols can be
adapted individually by the menu shown to the
right. The parameters are the same as for the
chart symbols, choose between Simplified or
Paper Style and Text Labels in four steps
from none to all.
Further-on the visibility group can be selected.
Click to the box Show All to see all user
symbols irrespective of the group they are
assigned to.
Select a user defined group to see only symbols which have been assigned to a group before.
Click to Select User Defined Groups to open
the sub-menu as shown to the right for further
details.
The menu presents a list of all user defined
groups and their current visibility status.
In the example the group for Glasgow Approach
is On, the same applies to Bristol Approach.
Click to the small triangle at the end of each
group related line to set this group to On, Off,
or depending on the active route. If the cursor
is moved over the route entry, a tool-tip opens
to indicate the catalog where this route can be
found.
☞ If a group is set to Depend on Route, all symbols of this group are visible, as long as this route
is active.
☞ Several groups of symbols can be set to always visible (On) or to depending visible (Depend on
Route) at the same time.
☞ A typical example are two groups of symbols supporting the approach of an inland river harbour.
One group is supporting the upstream route and the other one is supporting the downstream route.
So one group is set depending on the active upstream route and the other is set depending on the
active reverse route.
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Radar (if MULTIPILOT is installed) Operating Instructions
6 Radar (if MULTIPILOT is installed)
If an installation is covering ECDISPILOT as well as RADARPILOT the system is called MULTIPILOT. In

this configuration users may wish to select and control the presentation of radar targets in ECDIS mode
without switching back to Radar mode. For this purpose the group Radar with the entry Radar Settings
has been added in the Settings Bar.
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Operating Instructions Radar (if MULTIPILOT is installed)
6.1 Radar Settings
Select the Radar

Click on top line of radar group, select a transceiver (TX) from
the list, the chosen transceiver and the antenna motor are acti-
vated, if not already done by another workstation in your
system.
If No TX Selected is chosen from the list, the transceiver is
turned off and its antenna stops rotation (if not still selected by
another workstation in your system).
For displaying of the transceiver status, move pointer to the
transceiver of interest, let it stay for a second, and a small
window will show the status.
A transceiver with the status Not Connected cannot be
controlled and shows a failure status if selected. An alarm is
generated as well.
If Master is selected, the workstation (MFD) in use becomes the master operating unit for the trans-
ceiver. The former master workstation (MFD) for the selected transceiver is no longer master and on its
screen the check mark will disappear.
Any other RADARPILOT or MULTIPILOT of the Platinum System located on the bridge can be switched
to act as the master.
On the master indicator, the radar transmitter and the receiver are operated. A slave indicator cannot
operate the transmitter, but it can control the adjustments for displaying the radar video.
If you try to become the master of a transceiver with the status Not Connected, the check mark of the
Master selector will disappear and the Adjust button will become insensitive again within 1-2 seconds.
Select Long Pulse

to improve target visibility at higher ranges, the long pulse delivers stronger but less accurate echoes. If
target enhancement is active, the stronger echoes of the long pulse are able to improve a weak radar
picture.
Gain (input amplification)

Switch off the Enhance function. Use the Gain slider, and increase the value with the trackball until
slight noise is visible on the PPI. Then reduce the value a little until the noise has just disappeared, but
not more.
Switch on the Enhance function again and, if necessary, increase the gain a little (up to 100% for a
favorable sea state).
-> With the Enhance function activated, the change in gain only has an effect after several revolutions
of the antenna.
-> On the keyboard, manual tuning is performed by turning the Gain knob.
For further details about Rain and Sea the filter please refer to the main chapter about RADAR FUNC-
TIONS.
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Sensor Settings Operating Instructions
7 Sensor Settings
The Sensor Setting group provides a menu for the draught setting of vessel and for the sensor moni-
toring.
7.1 Draught Settings
Click to the entry Draught in the Settings list to

open the Draught menu with settings for Draught
Fore and Aft.
Click to Adjust to change the settings.
The larger of the two values will be displayed in the
menu for setting the Depth Contour.
The set own ship’s draught will only limit the adjust-
ment of the safety contour in the depth line menu to
the lower side.
The safety contour slider can only be set to larger
values. The ENC depth monitoring alarm is not
affected by the own ship’s depth, it is only affected
by the set safety contour.
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Operating Instructions Sensor Settings
7.2 Sensor Monitoring
The navigation data of the selected sensors can be automatically monitored by making a comparison with
the corresponding data of redundant sensors (if connected, i.e. 2nd gyro).
If a limit value is exceeded, an alarm appears. You can specify whether the monitoring shall take place
and what the alarm limit value should be. Furthermore, 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 Integrity Monitoring dialogue under Settings > Sensors:
Click to Settings
Current difference
between the selected
sensors
The Secondary Sensor (i.e. Gyro Set limit value

2 or DGPS 2) can be chosen by
clicking on the small triangle right
of the sensor indication Set mode
Currently acti-
vated sensor
Switching the
Monitoring on/
off
The Primary Sensor is set in

the navigation sidebar, see
right sceenshot
Entering the Limit Value

For each activated monitoring function a limit can be entered after clicking on
the small triangle right of the limit indication (see blue arrows in above screen-
shot). The value is stored and will be re-called if the monitoring function is
switched off and then on again.
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Behavior if the Limit is Exceeded

Each monitoring function generates an individual monitoring alarm if the limit is exceeded. All these
alarms are ending with ... DIFFER. They are indicated in the alarm list as all other alarms.
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 are all ending with ... LOST. Remedy by selecting a
different sensor, or by switching off the monitoring function.
Automatic Setting of the Position Monitoring Limit

For position monitoring, AUTO mode too can be selected after clicking to the monitoring mode field (see
red arrow). In AUTO mode, the limit is automatically adapted to suit the types of position sensors that
are being compared.
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Operating Instructions Sensor Settings
7.3 Remove Sensors from Auto Selection
If one of the sensors shall not be considered by the automatic sensor selection, i.e. because it turned
out to be less reliable during a voyage, this sensor can be excluded from the auto selection.
Just clear the corresponding check box in the menu below.
Click to Settings
Deselect i.e. the second DGPS

sensor if it shall not be used auto-
matically as the primary sensor
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GENERAL FUNCTIONS
NACOS Platinum Navigation GENERAL FUNCTIONS
Operating Instructions The Consistent Common Reference System (CCRS)
1 The Consistent Common Reference System (CCRS)
This navigation system is designed as a Consistent Common Reference System (CCRS). It references all
horizontal measurements such as target range, bearing, relative course, relative speed, closest point of
approach (CPA) or time to closest point of approach (TCPA) to one single point on-board, the Consistent
Common Reference Point (CCRP), typically the conning position of the bridge.
The offset between the installation location of a navigation sensor i.e. for position, speed, or heading
and the CCRP is compensated by the NACOS Platinum Navigation system 1).
The CCRP can be selected by the user, the default setting is the conning position 2). The relations are
shown in the following two diagrams.
Measurements relative to
the Conning Position
(CCRP = Conning)
The chart monitoring func-

tion of the ECDIS sub-
system is done for the Track
Control or for the Conning
Position depending on the
user set reference REF, i.e.
the guard sector (also called
look-ahead sector) starts at
the bow of the ship or at the
bridge. Length and width of
the sector can be adjusted
in the ECDIS application.
Fig. V / 1 CCRP on ECDIS
For measurements relative to the own ship (EBL, VRM, Cursor, target data) on the NACOS Platinum Navi-
gation the Conning Position is used normally. In contrast to a RADAR system, where the reference may
also be the position of the radar antenna, in a stand-alone ECDIS no alternative reference position than
the Track Control position can be selected by the operator.
1) If a RADAR application is installed, the offset between a radar antenna position and the CCRP is compen-
sated as well. If multiple antennas are installed, there is a provision for applying different position offsets
for each antenna in the radar system. The offsets are applied automatically when any radar sensor is
selected
2) For comparison with radar it can be set to the just selected radar antenna.
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GENERAL FUNCTIONS NACOS Platinum Navigation
The Consistent Common Reference System (CCRS) Operating Instructions
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Operating Instructions Graphical User Interface
2 Graphical User Interface
2.1 Super Home
Super Home is the first screen that is displayed on screen after start-up of the MFD. Super Home will
help you in quickly starting the main applications, and provide help in finding specific functions through
the home pages of the individual applications. When you are working with the system, you can return
to Super Home by using the Super Home shortcut in the main menu or the button.
Super Home provides links to:
• All main applications´ start pages: RADAR, ECDIS monitoring, ECDIS planning, Conning and
Machinery / Automation
• Secondary applications like AIS, Autopilot, Maintenance and possibly third party applications
• Documents that help you getting started.
Super Home has a title bar and menu bar, for details see page 149. Clicking on the button will
open the Super Home page regardless of the current active application.
Fig. V / 2 Super Home Page
The top row of applications of the Super Home page displays the main or primary applications that are
installed in the system, in the example: RADAR, ECDIS, Machinery, and Conning. The thumbnail pictures
of the applications are click-able and will link to the respective application. For example, if you click on
the RADAR thumbnail, this will open the RADAR application.
The first link below the thumbnail of a main application is the link to the start page of the application.
Additional links will lead you to important functions in the applications. The second line of thumbnails
contains shortcuts to groups of functionality that are considered a logical group or additional application.
For familiarization with the product, it is possible to select from the quick-links:
• Take the Tour opens a presentation with a short introduction into the operating.
• Read Documentation opens a PDF viewer with this manual.
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Graphical User Interface Operating Instructions
2.2 Application Screen Layout
Each application comprises two main areas: the sidebar and the application area.
The sidebar on the left provides access to details and functions of the applications.
The application area located on the right shows the main window of the active application, i.e. the ECDIS
chart or a RADAR indicator.
Title Bar
Navigation
Sidebar
Application Area
Tools Sidebar
Menu Bar
Fig. V / 3 General Screen Layout of the NACOS Platinum Navigation
The general screen layout, especially the size of the different areas, may vary between the different
available applications.
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2.3 Title Bar
The title bar provides information and functions which are permanently available in the system.
Fig. V / 4 ECDIS Title Bar
The figure above shows an example of the title bar with the ECDIS application being the active applica-
tion. The information and functions provided are explained in the following.
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2.3.1 Dimming
You can use the moon and sun buttons in the top left corner of the title bar to change the brilliance of
the screen 1). Alternatively you can use the keys on the console or the appropriate entry in the menu.
When the screen is hardly readable due to changing light conditions, you can increase brilliance by
pressing stepwise all three mouse buttons at the same time.
Five different color & brightness schemes are available for different ambient light conditions. The bril-
liance is toggled between 5%, 20%, 60%, 80% and 100%.
☞ The brilliance of the monitor does not change stepwise, in fact it changes smoothly from the
previous setting to the actual desired value.
100% 20%
Fig. V / 5 Color Schemes of the Color & Settings
However, you can also individually adjust the brilliance of the screen. If you press the MORE key (right-
click) on the sun or moon button the Dimming menu is opened. To adjust the settings, click on the
right or left of the slider or drag the slider. The new value is shown on the right and the screen’s settings
are adjusted accordingly.
☞ There are no knobs or other controls on the monitor(s) to adjust the dimming.
The use of the dimming controls may inhibit visibility of information, particularly when
using the night color tables!
Later SW versions are fitted with a central dimming function.

Press the MORE key (right-click) on the sun or moon button
to open the Brilliance menu and check the box for Central
Dimming in order to take part in the central dimming. If the
brilliance is changed at one MFD (workstation), all MFD will
take part. Dimming can be changed at any MFD. If the box
is not checked, dimming is adjusted only individually for this
MFD.
Remote Dimming: A MFD may be configured during commissioning to broadcast its dimming level to
dedicated remote devices like universal data displays. The dimming level is coded in four steps (day,
dusk, night, off) and is transferred via NMEA message DDC on a serial line. Once configured this function
has to be switched on and off at the remote device.
1)
Changing brilliance means toggling between available color and brightness schemes for different ambient
light conditions.
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2.3.2 Date and Time
Both date and time are displayed permanently in the title bar:
Click here to change

date and time
Fig. V / 6 Date and Time Display
The yellow caution symbol indicates that external synchronization of system time is not available – so
that system time is running on the internal clock in the time-master DPU.
Once the external time source becomes available again, i.e. from received ZDA sentence of GPS receiver,
the time is adjusted accordingly, and the yellow symbol disappears. In that case no user settings are
possible.
If your system has been configured during installation for internal time only, the yellow symbol will not
appear.
To set Date/Time if the GPS time is missing, click to the right of
the time indication (see red arrow). A dialogue window opens.
The operation of the controls is self-explanatory, do not forget to
click on Set for each subgroup (UTC Time, Time Zone, Display)
which has been corrected.
Click on Close to leave the dialogue.
Note:
The Date/Time setting is synchronized system-wide; settings
made on one NACOS Platinum Navigation system are also avail-
able on all other connected stations.
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Operating Instructions Alive Indication
3 Alive Indication
There are different possibilities available to verify the alive status of the PC which are listed and explained
below. In general, if the Platinum application is blocked, the MFD or the PC are automatically started
again (see also page 31). This could happen in case of any identified abnormality, i.e. input of undefined
data from a third party system.
The Time Display

The system provides feedback that it is still active and operating, i.e. alive. This is specifically indicated
in the title bar by the seconds changing in the time display.
If picture freeze occurs, all data on the screen as well as the display of the seconds will be frozen, so
that the operator is able to notice this fault.
The Cursor and the Application

Picture freeze caused by the computer or the graphics adapter of the PC can also be recognized by the
fact that moving the trackball or the mouse does no longer change the cursor position on the screen.
If the computer or its application software has a severe fault it can also happen that the cursor is still
moving but a click on any menu button is no longer working correctly.
The Monitor
A green LED at the lower right corner of the monitor indicates the running connection to the PC
computer. If the connection is lost or disturbed, or the display has been switched off, the LED will stay
green but start flashing once per second and the screen will normally become dark. If the LED changes
to orange the monitor is in stand-by mode waiting for sync signal, red indicates the switched off status.
The LED will flash red in case of excessive temperatures.
The Panel PC
The Panel PC combines monitor and PC in one system. Therefore the status of the LED is slightly
different. A green LED at the lower right corner of the monitor indicates the running PC. If the LED
changes to orange the monitor is in standby mode waiting for the correct full resolution sync signal from
the internal PC, red indicates the starting sequence where the PC is just loading the BIOS. The LED will
flash red in case of excessive temperatures. If the display has been temporarily switched off by the user
or the Panel PC has been switched off, the LED is off as well.
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Alive Indication Operating Instructions
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Operating Instructions The Navigation Sidebar
4 The Navigation Sidebar
As mentioned before, the screen is divided into the application area and the sidebar.
Navigation
sidebar
Fig. V / 7 The Navigation Sidebar 1)
The sidebar itself is divided into the Navigation Sidebar and the Tools Sidebar.
The Navigation Sidebar contains the navigation data controls and indicators.
The Tools Sidebar provides menus for presentation, settings and tools.
The elements are grouped. In the following chapters, each group of the Navigation Sidebar will be
described separately.
1) Later SW versions coming along with slightly different graphical design
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The Navigation Sidebar Operating Instructions
4.1 Display
This group affects the general settings of the applica- Screen stabilization
tion area:
- the screen orientation (North-up, Head-up,...)

- the movement of the own ship on the screen
In ECDIS only
- the display range and the range rings
- the CCRP, i.e. the reference point on your ship used for calculation of the system data like COG,
SOG, CTW/STW and position and for calculation of the ship-relative data like bearing and distance
of EBL and VRM and the cursor in the application area.
Details can be found in the subsequent chapters.
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4.1.1 Orientation
Displays a radar video or chart picture in three different ways:

- Head-Up: The heading of own ship points upwards, the radar video or
chart picture is moving with the yawing of the ship
- North-Up: Geographic north points upwards, the radar video or chart
picture is stabilized with the gyro heading
- Course-Up: The course which exists at the instant of switch-on or re-
orientation of this mode points upwards, the radar video or chart picture is Earlier SW Version
thereafter stabilized with the gyro heading. In Course-Up Mode a click with
MORE on the Course-Up indicator takes over the current heading as the
new reference heading.
☞ After switch-over and re-orientation, the target trails are not influenced; they remain visible in the
new mode.
☞ Selection of Head-Up automatically switches back the ECDIS to Monitoring mode because the Plan-
ning or Browse mode is only supported in North-Up and Course-Up orientation.
In later SW versions one mode is added as follows:

- Head Stab (was Head Up with gyro before): The heading of own
ship points upwards, the radar video or chart picture is moving with the
yawing of the ship. The bearing scale is stabilized with the gyro signal
showing the true bearing 1).
- Head Up (was Head Up without gyro before): The heading of own
ship points upwards, the radar video or chart picture is moving with the
yawing of the ship. The bearing scale is fixed showing the relative bearing Later SW Version
to bow (the standard mode for radar operation as known from the very
first days of radar usage on-board).
All other modes remain as described above!
Head Stab Head Up North Up

(Head Up, stabilized) (Head Up, not stabilized) (North Up, stabilized)
1) The definitions for Head Stab and Head Up are following the new Edition 2 of the IEC radar standard 62388.
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4.1.2 Range
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).
☞ In the nautical range and also in the docking ranges, all distances are stated
in NM and all speeds in kn.
☞ If the range selection is done by means of the radar keyboard, the ranges are
selected stepwise (up or down).
☞ If instead of ENC an ARCS chart has been selected by the user, the range indi-
cation is given by the available scales of the installed ARCS charts and
displayed i.e. like 1 : 75.000
The Range can also be set by means of the optional radar keyboard or by the zoom
control.
RANGE
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4.1.3 Rings
Fixed range rings can be displayed. Range rings are concentric circles with the reference position as their
center 1), and are situated at equal distances from one another.
Depending on the selected range, the radii of the rings and the distances between them are different:
Range 250m 500m 0,25NM 0,5NM 0,75NM 1,5NM 3NM 6NM 12NM 24NM 48NM 96NM
Distance 50m 100m 0,05NM 0,1NM 0,25NM 0,25NM 0,5NM 1,0NM 2NM 4NM 8NM 16NM
Ring
Table V / 1 Range Rings
1) For reference position see page 145
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4.1.4 REF - Reference for CCRS
The Reference Position for all nautical tasks carried out by the user on his
NACOS Platinum Navigation workstation is fixed to the CCRP (conning) and the
Track position at the bow. For radar applications the Radar position is added in
the selection list.
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4.1.5 Screen Stabilization
Examples for True/Relative Motion and Head-/North-/

Course-Up
The figures on the next two pages are showing screen excerpts
from two possible instants of the same scenario.
They are shown schematically for the five possible Monitoring
display modes as there are True Motion, Centered Display,
North-up Relative Motion, Course-up relative Motion, and Head-
up Relative Motion:
Instant 1
- Own ship's course 60°, speed 20 kn
- Two moving targets, courses 60° and 150°, speed 10 kn for both
- Two fixed targets
- Two grid lines showing the alignment of the electronic chart
Instant 2
The same scenario, but after an own ship's course change to 10° (all other data unchanged).
Displays of the following are set: Own ship symbol, course and speed vectors, past plots of the targets.
Except in the case of True Motion, the center of the screen excerpt shown is the own ship's position
that was set with Set center function of the context menu in the PPI/Chart Area.
☞ The display of the own ship symbol is depending on user selection and on the selected display range
if "true scaled" is switched on in the Presentation tab.
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Instant 1 Instant 2
True Motion (with true vectors and past plots)
Instant 1 Instant 2
centered Display (with true vectors and past plots)
Fig. V / 8 Display in the Modes True Motion and centered Display
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In this mode, the headline is shown as a short, thick line.

Instant 1 Instant 2
North-Up RM (with relative vectors and past plots)
Instant 1 Instant 2
Course-Up RM (with relative vectors and past plots)
Instant 1 Instant 2
Head-Up RM (with relative vectors and past plots)
Fig. V / 9 Display in the Modes North-Up RM, Course-Up RM and Head-Up RM
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4.2 Navigation Sensors
This chapter describes the navigation sensors available in the system. The main navigation sensors used
for the heading, speed and position instruments are monitored depending on the “sensor selection
mode”. Those sensors which are available twice or more in the installation can be supported by an auto-
matic selection mode indicated by AUTO in the different displays.
The automatic selection mode is the default setting after start or restart of the
system.
- If the selection mode is AUTO the switching over to another sensor of the same type is done with
a warning indicating the new sensor selection.
- In AUTO mode the switch over to a manual sensor (Manual Speed or Manual Position) is accompa-
nied by an alarm if the manual data have not been set before.
- If the manual sensor selection is chosen the switching over to the backup sensor must be done
manually after the respective alarm or warning has been given.
- In the meantime (until a new sensor has been selected) the system is using the last valid values of
the disturbed or faulty sensor which produced the alarm.
- It is required to perform the switch over to the new sensor as soon as possible, but not before its
data have been checked for plausibility and correctness.
In any case (in manual or automatic sensor selection mode) the set data for the
sensors running in manual mode must be checked regularly and a real sensor
must be selected as soon as possible.
Details are given in chapter ALARMS as required in the explanations to the different sensor alarms.
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4.2.1 Integrity Marking of Sensors
In NACOS Platinum Navigation a qualitative marking of sensors by alarm icons is used.

For this purpose the main navigation sensors used for the instruments in the permanent area are contin-
uously monitored by the system. If the signal of a sensor is no longer received or is corrupted, or if it
is marked invalid by the sensor itself or by the navigation system internal sensor monitoring, a respective
"sensor timeout" or a "sensor invalid" alarm message is given for the faulty sensor.
In case of activated AUTO selection mode another connected sensor (if available) is automatically
connected to the NACOS Platinum Navigation application and the data remain available and valid.
If this is not possible, or if the manual selection mode is used, the sensor will be marked invalid
by an alarm icon shown before the sensor label in the instruments displayed on the permanent
area.
This can happen for the heading (HDG), speed through water or over ground (STW or SOG), and for
course over ground (COG) labels in the Heading & Speed group and for the position data.
If the manual input mode is selected (caused by sensor failure or decision of the operator) and
the manually set data are used for any navigation sensor, this will be shown by the icon, which
is indicating manual input mode.
On a vessel at sea manually set sensor data are generally to be treated as doubtful and with low integrity
as they must permanently be monitored and adapted to the real situation by the operator.
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4.2.2 General about Heading and Speed
This group displays information about the actual values for

heading and speed and offers the possibilities to choose
different heading and speed sensors 1).
In front of each depiction of one of the sensors, there may
be a symbol indicating a warning or an alarm.
Yellow
Input from the process is disconnected in the software, and the value is entered manually by
the operator
Red
Error in the Control and Supervision system, the indication is invalid or the value received
from the sensor is outside the legal limits
Table V / 2 Integrity Marking for Heading/Speed Sensor Data
1) The sensor selection list is depending on the navigation sensors connected to the system.
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4.2.3 HDG - Heading Sensor
Be aware that a missing or wrong speed input to the compass system can also produce
remarkable course errors.
The value for heading is the direction the bow of the own ship is pointing at. It is
derived from the compass system of the ship. Behind the heading value, the actual
choice and the selection mode of the heading sensor is displayed.
Auto
Means that the heading sensor is chosen by the system automatically. The best
available sensor will be used. If a failure occurs on the actual sensor, the backup
sensor is chosen, if available, and a warning is given.
Gyro x
From the number of gyro compasses that are connected to the system, one can be chosen to be used
as heading sensor. Sensor selection mode is manual.
Manual 1)
The actual course of the own ship can be entered manually. In
case a manual value is present, the indication of the value is
preceded by a yellow circle in the same line.
1) only if option for simulators has been set
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4.2.4 General about Speed Sensors
Speed sensors are treated as part of the CCRS. (See page 145 for details). This means that the indicated
speed data and the speed vector displayed in the PPI/chart area are valid for the reference selected for
the CCRS, see page 160.
It must be ensured that an approved SDME (Speed and Distance Measuring

Equipment) is connected, that means that all speed sensors must accord to IEC
62388 (2007) and to IMO resolution MSC.96(72).
There may be several speed sensors connected to the system. One of them is chosen by the system on
start-up. In the case of speed sensors which transfer the longitudinal speed only, the drift and set can
be entered manually, because those devices cannot detect the effect of leeway and current. As an alter-
native to selection of a speed sensor, it is also possible to input the speed manually, if necessary.
☞ 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, IMO
resolution MSC.96(72). Therefore, they might not be configured in the system, and so it might not
be possible to select them for speed input.
Two different values for the speed of the ship are displayed:
- STW: Speed through Water
Only the longitudinal speed (i.e. the speed in ship’s direction) is indicated behind STW. An arrow-
head describes the ahead or astern velocity. The speed through water results in a speed vector
described by CTW, STW. The speed through water often is not equal to the speed over ground, set
and drift may influence the measurement. Speed logs for water speed (single axis log) often do only
measure the longitudinal speed, i.e. the speed mainly produced by the propulsion of the ship. In
this case the CTW is equivalent to the actual heading.
The resulting velocity is also indicated as a CTW/STW vector on the HMI and graphically in the PPI/
chart area.
- SOG: Speed over Ground
The speed over ground is the most accurate and best way to determine the ship’s speed. It is often
measured by two-axis logs, Doppler-logs or alternatively by position sensors which calculate the
ship’s speed from the difference of positions and the time elapsed while sailing.
The resulting velocity is indicated as a COG/SOG vector on the HMI and graphically in the PPI/chart
area.
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4.2.5 STW - Speed through Water 1)
Next to the depiction STW there is a small indication like an

arrow-head. This is the speed vector indicator. It shows the
direction of the vector addition of the longitudinal and the
transversal own ship’s speed through water.
If the ship is moving straight forward through the water, the Speed vector indicator
arrow head points upward, if it is moving straight backward,
the arrow head will point downward.
Longitudinal
The arrow head may also point into any other direction, Speed
then the transversal speed component makes the ship move Vector addition
(resulting Speed)
sideways through the water 2).
Transversal
Speed
AUTO
Means that the STW or water-speed sensor is chosen by the system automatically. The
best available sensor will be used. If a failure occurs on the actual sensor, the backup
sensor is chosen if available, and a warning is given.
Log x
The selected speed log is used as system sensor for water speed. The sensor selection
mode is manual.
Manual
The actual STW of the own ship can be entered manually. In case
a manual value is presently used, the indication of the value is
preceded by a in the same line.
Before having changed the speed sensor to manual mode, use the Set Own ship symbol with vector.
Speed... function in order to enter the desired value, which should
match as good as possible to the real speed through water of your Ground Water
COG/SOG CTW/STW
ship.
1) The selected CTW/STW vector for speed through water is used as the data source for Water Stabilization of
the targets in the radar PPI/chart area.
2) Transversal speed information is only available if a 2-axis speed log is connected.
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4.2.6 COG - Course over Ground 1)
The value for course over ground is calculated

- by use of the heading and the log sensors (a bottom-track-log for example) or
- computed from the measured values of a sensor and additional information (a water-track-log and
the values for drift and set for example).
- It can also be computed from the difference of own-ship positions within a specified time (normally
delivered by a position sensor in a specific telegram).
The method the COG is computed depends on the sensors selected. For example, in case of the speed
log its longitudinal and transversal speed values together with the heading value are used to calculate
the true course vector over ground. The system decides itself and chooses the best and most accurate
way to compute the COG. In any case the indicated COG is based on the data received from the speed
sensor shown behind the SOG value.
☞ The COG/SOG instrument in the Navigation Sidebar displays course and speed over ground as a
data pair describing the direction and the length of the speed vector over ground.
1)
The selected COG/SOG vector for speed over ground is used as the data source for Ground Stabilization of
the targets in the radar PPI/chart area.
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4.2.7 SOG - Speed over Ground
AUTO
Means that the speed over ground sensor is chosen by the system automatically.
The best available sensor will be used. If a failure occurs on the actual sensor,
the backup sensor is chosen and a warning is given.
Manual Sensor Selection
Log x
The selected speed log is used as system sensor for ground speed. If the selected
log is a single axis log, it is advisable to enter set and drift to correct for tidal
currents.
GPS x
Position sensors may be selected as input for SOG values. See also hint on page 168 for details.
REF TGT
speed input can only be selected on radar systems and if, as a minimum, one tracked target
is selected as a reference target (shown as on the PPI).
R1
STW
Sets the SOG to the same value as STW. In this case it is advisable to enter set and drift to correct for
tidal currents.
☞ If set and drift are not set or initialized, it may happen that the COG/SOG data will be made invalid.
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4.2.8 Set Drift
Depending on the choice of sensors, the values for direction and

strength (speed) of the drift are computed by the system or they
have to be entered by the user, in order to get an accurate
measurement for COG and SOG. In order to enter the set and drift
manually, open the drop-down lists for SOG, click on Set Drift...
and enter the values in the appropriate fields.
Afterwards, click on Set to accept the values entered.
Manual
The actual STW of the own ship can also be entered manually. In
case a manual value is presently used, the indication of the value
is preceded by a in the same line.
Before having changed the speed to manual mode, use the Set
Speed... function in order to enter the desired value.
☞ Setting a manual speed value for the SOG instrument often
also requires the manual Set and Drift input, in order to
correct for the set and drift created by wind and waves and
the current
Manual speed and REF TGT speed input are only to be used as temporary solution. In
both cases it must be observed repeatedly if the values used are still valid and stable.
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4.2.9 General about Position Sensors
The position display indicates the Lat/Lon values, the

position status and its selection mode.
With Adjust, the position data can optionally be
corrected for position errors. In front of each depiction
of the values LAT/LON, there may be a symbol indi-
cating a warning or an alarm as follows:
Yellow
The sensor is disconnected from the application, and the value is entered manually by the
operator
Red
Error in the Control and Supervision system, the indication is invalid or the value received
from the sensor is outside the legal limits
Table V / 3 Integrity Marking of Position Sensor Data
Position sensors are treated as a part of the CCRS. See page 145 for details. This means that the LAT/
LON values indicate the position of the selected reference (CCRP/RADAR/Track). For this function the
sensor locations defined on service level are utilized.
It must be noted that the necessary accuracy is achieved only if all positions used relate
to the same chart datum, preferably WGS 84.
- When using the system as a planning system, position coordinates obtained

from a chart with a datum deviating from WGS 84 must be converted to WGS
84 User Symbols and route data.
- The only position receivers that may be connected to the NACOS Platinum
system are those that output the position values in the geographical reference
system WGS84 via an interface as per IEC 61162-1.
- It must be ensured that an approved EPFS (Electronic Position Fixing System)
is connected, that means that all position sensors must accord to IEC 62388
(2007) and to IMO resolution MSC. 112(73).
If more than one position sensor is connected to the system, a position monitoring function will auto-
matically be activated and will be running on the PC 1).
The data transmitted from a position sensor to the system may contain additional information about
validity, sensor type, sensor mode etc. These data are combined in the sensor label shown in the position
display, examples are as follows:
Types: GP (for GPS), GL (for GLONASS), GA (for Galileo), LC (for LORAN C), IN (for INS)...
Modes: A (for autonomous), D (for differential), P (for Precision), R (for RTK), F (for float RTK)...
(Modes E (for Estimated), M (for Manual), S (for Simulation) are not accepted as valid input data)
1) This function is a mandatory requirement for ECDIS.
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4.2.10 Position Sensor Selection
Changing the position sensor will also have an effect on the position monitoring function.
The sensor selection list is dependent on number, type and mode of the position sensors connected to
the system.
AUTO
Means that the position sensor is chosen by the system automatically. The best
available sensor will be used. If a failure occurs on the actual sensor, the backup
sensor is chosen and a warning is given.
mGPS n
Selects the desired position sensor from the list of available sensors in the system.
m indicates the sensor mode,
GPS may be replaced by another sensor type,
n indicates the sensor number.
As long as the mouse pointer is positioned above the depiction of a sensor, the
position data delivered by this sensor and also the offset position of the sensor
from the actual CCRP position are displayed in a tool tip window.
Manual DR
As long as Manual DR is selected, the manually entered posi-
tion will be used as the basis for all further position calcula-
tions by dead-reckoning. This method uses the gyro heading
and the speed of the selected COG/SOG speed sensor to esti-
mate the own-ships position. In case a manual value is
present, the indication of the value is preceded by a in the
same line.
The accuracy of the dead-reckoned position (shown in the position display as: Manual
DR) must be checked continually, because its accuracy is very poor and its position error
is increasing over time. For safety reasons, an available position-sensor must be selected
as soon as possible.
Set Estimated...
The actual position can be entered manually by means of the on-screen
keyboard.
After a position sensor failure the last valid data received from the
sensor are automatically present in the input fields. Be sure to correct
the data input if the last valid data taken over from the sensor are no
longer valid.
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4.2.11 Position Integrity Monitoring
In addition to the selectable position plot of the 2nd position sensor (see 2nd Past Track) for display in
ECDIS mode, the NACOS Platinum Navigation system provides a sensor integrity monitoring.
If a second and independent sensor is available
for one type of navigation data (i.e. position, or
speed,...), an additional sensor monitoring can
be activated.
The main sensor is monitored by comparing its
data with the selected secondary sensor. Limit
values can be set by the user.
If the secondary sensor is not available or is
showing a large deviation from the primary
sensor, a warning is given. In addition this new
status is indicated next to the sensor data field
with a yellow symbol similar to the caution
symbol as used for alerts. The same yellow
symbol appears, if the monitoring for this sensor
is switched off by the user.
Dead-Reckoning
Integrity monitoring of position data is supported by two monitoring processes in parallel:
1. The first process compares the selected position sensor
(i.e. GPS 1) with the selected secondary position sensor
(i.e. GPS 2). If the comparison fails, the Position Moni-
toring Warning is given.
2. The second process compares the selected position
sensor (as above) with a dead-reckoning position (DR)
based on SOG and COG. If the comparison fails, the DR
Monitoring Warning is given. By acknowledging this
warning, the DR process is automatically reset.
The yellow caution symbol shown above in front of the position menu appears, if both position moni-
toring processes fail of have been switched off.
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4.2.12 General about Position Adjust
For various reasons, it can happen that the position of the electronic chart on the screen is not in agree-
ment with reality (i.e. with the ship's own position). In such cases, the Position Adjust function offers
the possibility of adding the necessary correction value to the system position.
Position Adjust is used to correct a constant position-error (position offset) of the selected position sensor
or of a manually set position in Manual DR mode.
The Position Adjust function must be used extremely carefully! An offset is added
to the received position data, which will have an impact on all applications based
on or using position data!
How to Detect a Position Offset

If the displayed LAT/LON position is incorrect, the videos and the target symbols of fixed point-targets
(e.g. buoys or landmarks) do not coincide with the chart symbols of these targets or with the user made
symbols that are entered at the correct positions in the chart.
A position offset of the position sensor can also be made visible without displaying the chart background
on a radar, if you observe the coincidence of AIS target symbols with their target videos:
- If all targets have an offset in the same N/E direction, a position error is very probable.
- If all targets have the same bearing offset, it is more probable that either the radar itself or the
compass system needs to be adjusted.
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4.2.13 Correction by Position Adjust
The position error can be corrected manually by making the video or symbol of a fixed target coincide
with its chart symbol:
1. Switch on a sufficiently small display range to be able to observe and measure the position offset.
If no radar targets are available as a reference use other means to determine the position error.
2. Click on the Adjust button in the Position display. In the input dialogue which then opens, key in
the North and East values of the offset you want to eliminate. South and West values must be set
as negative values.
Note: If the chart object is located north / east of the relevant radar target you must key in a North /
East value and vice versa. With other words: you must shift the chart object to the radar or ARPA target.
3. Clicking on Set in the input dialogue takes over the offset value 1).
4. As a result, the correction values displayed in the Adjust dialogue take effect as a position offset
and this offset is added to the position data of the sensor.
• The entire track and chart synthetics move by an amount equal to the position offset. With
other words the own ship's position jumps on the screen (the PPI / chart area) exactly by that
offset.
• The position offset that is entered continues to be displayed in the Adjust dialogue.
• In this way, each direction (N/S and E/W) can be corrected by up to 999 m.
• The LAT / LON data are marked with the manual input symbol as long as a position offset
is applied.
5. Check that the other symbols of the chart and the AIS target symbols too now coincide as well as
possible with their radar echoes. If necessary, the steps 2 to 3 can be repeated to correct the posi-
tion offset.
If the entire video has a rotational displacement relative to the chart, this indi-
cates that there is probably a compass error which cannot be deleted by a posi-
tion offset. Either the synchronization within the compass system is inadequate
(this must then be corrected) 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

The position offset can only be deleted manually by clicking on the Adjust button and entering 0 m for
each direction.
The position offset is not deleted automatically when a different position sensor is selected.
Check regularly whether the position offset is still valid, especially after a change
of positional accuracy from DGPS to GPS and vice versa or after selection of
another position sensor.
When the watch is changing over, the selected offset must definitely be pointed
out to the new officer of the watch.
1) 1) Click on Cancel if you want to discard all inputs
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4.3 Vector and Trails
Basically, the display of vectors and trails depends on the way of speed
determination within the system.
Speed Over Ground (SOG), the so-called Bottom-Track, or Speed

Through Water (STW), the so-called Water-Track can be used in order
to compute the vectors for the own ship and the targets.
The speed vectors of the own ship and of targets, the trails of targets,
the past-position plot and the path prediction for the own-ship can be
configured here.
The speed vector, the target trails and the target’s past position plot can be displayed as true or relative.
The own ship’s position plot is only displayed as true plot, i.e. it is independent of the T/REL (True/
Relative) setting.
☞ The setting T for true or REL for relative measurements is valid for all vectors and trails within all
navigational applications of a workstation.
As mentioned before, the calculation principles for relative or true data have some important 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 accu-
racy of the true data calculation depends on the accuracy of the sensors from which the own ship’s
course and speed are provided.
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!
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4.3.1 Ground / Water Stabilization
For true vectors and trails it can be selected if the ground speed or water speed based stabilization shall
take place. Ground stabilization is normally used for all kind of navigational functions. Water stabilization
is often used for anti-collision functions. In case of relative display mode, the stabilization is not relevant.
Select
- Ground
for Bottom Track computation. The speed over ground (see COG/SOG) will be
used to determine the true vectors and trails.
- Water
for Water Track computation. The speed through water (see CTW/STW) will
be used to determine the true vectors and trails.
The position plot of the own ship and the path prediction are always ground stabilized (i.e. use the COG/
SOG vector).
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4.3.2 Vector
The direction of the own ship speed vector corresponds to the existing Own ship symbol with vector.
course of the own ship. The length corresponds to the existing speed
of own ship. Ground Water
Together with the calculated speed vectors of the tracked targets, the
display of the speed vector can be switched on and off, and the time
represented by the displayed vectors can be specified. Furthermore, it
can be seen from the vector symbol of own ship whether the vector is
relative to the sea (Water selected in Stabilization = one arrow-
head) or relative to the bottom (Ground selected in Stabilization =
two arrow-heads).
Vectors of targets can be displayed as true or relative. In relative
vector mode the own ship’s vector is not shown.
The length of the vectors depends on the time that is selected in the
drop-down list, choose between Off, and 1 to 9 minutes.
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4.3.3 Trails
For radar echoes moving on the PPI, video trails can be displayed. These trails can be
used as synthetic afterglow of the target video. Trails are generated from previous
antenna scans and can be varied as follows:
- The display of trails can be switched on and off.
- Their length can be specified.
- If the screen stabilization is set to Rel. Motion, 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 or water stabi-
lized.
- The trail history can be deleted so that they have to build up again
• by the setting Off in the menu and selecting the time again
• by a MORE click into the PPI and selecting Clear Trails
In the true display mode, trails make it possible to reach a conclusion quickly about the maneuver
performed by radar targets. In the relative display, the trails provide a quick overview of the danger situ-
ation (a constant bearing can quickly be recognized). However, only qualitative information can be
obtained from them.
If the trails are lengthened, they reach the new specified length only after the time differ-
ence (i.e. in the case of switching over from 4 to 12 minutes, 8 minutes will pass before
the trails correspond to a length of 12 minutes).
The reduction of the trail length too takes some time.
Switching the Display of the Trails On and Off

The display of the trails is switched on and off by clicking on the Trails field.
Specifying the Length of the Trails

Click on the Trails field with the MORE key; then, in the dialogue that is opened as a result, click on
the desired time
In the Trails field, the length currently being selected is indicated, i.e. the max. length of the trails on
the PPI.
Switching the Trails to Relative or True Display

The switch-over is performed by clicking into the Relative/True field in the Vectors & Trails group.
This selection is then also valid for target vectors and their past plots.
Deletion of Trails
Click on the PPI area with the MORE key. In the dialogue that is opened as a result, click Clear Trails
with the DO key.
☞ The trails are also deleted whenever a switch-over occurs which changes the entire radar video
transceiver selection or range, but they then appear again and build up over time.
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4.3.4 Plot
The past position plot corresponds to the past movement of

the own ship. There are four time markers on the position
plot. The distance apart in time can be set. The setting of
the time marker spacing also defines the entire 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.
Time markers
Plots can not be deleted, so that they do not have to build
up again after switching them off.
The length of the past plot depends on the time that is
selected in the drop-down list. Choose from Off, and 15 sec
to 12 minutes. The plots can be displayed as relative or true.
In REL mode the own ship’s plot is not shown. The way of
displaying plots is switched together with the vectors and
trails of targets in combination (T/REL selection).
If the time interval for past position plots is lengthened, it reaches the new specified length
only after the time difference has passed (i.e. in the case of switching over from 6 to 12
minutes, 6 minutes will pass before the past position plots correspond to a length of 12
minutes).
The reduction of the interval too takes some time.
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4.3.5 Predict
In the small display ranges up to 1.5 NM, depending on the

size of the symbol, it is possible to display the probable track Heading
Line
(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 here.
In comparison to the own ship symbol in true scale, the Prediction
prediction graphics is drawn with thinner lines. time
The prediction length can be set by the time value in the

drop down list belonging to the Predict setting. Choose
between Off, and 10 to 90 sec.
In later SW versions (> 2.0) the colour of the prediction graphics can be adapted. Please refer to
the main chapter about GENERAL SETTINGS and there to Own Ship Symbol.
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4.4 Charts 1)
Switching on the chart display

The chart overlay can be switched on and off by the Charts drop down menu.
The chart content itself can be adjusted to an operator selectable level. Select
Presentation, Chart and Display from the expander in the Display Sidebar to
access the details of possible settings. On the same expander the displayed depth
contours and depth shades can be set
Determining the edition number

In order to determine the edition number of
the presentation library, right-click into the
application area and choose Chart Infor-
mation.
In the lower part of the application area, a
new window opens. Click on Chart
Legend, Presentation, Presentation
Library. In the Details group the edition
number is displayed.
1)
The Charts Drop Down Menu and the Charts Status Line are only active if the ECDIS application is installed.
If only RADAR is installed, the drop down menu remains inactive.
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4.4.1 The Chart Status Line
The Chart Status Line is always visible if a chart application is active.
Title Warning Category Date Dependent Depth Status
Fig. V / 10 The Chart Status Line
Warning Field
Non ENC (with yellow or orange warning symbol), this is only visible if the ENC vector charts on screen
and at least one part of the screen is filled with data from a "Non Official Vector Chart".
In the Cursor-Tool-Tip of this part of the screen the text: "Non-IHO data may not be used for navi-
gation. Please refer to paper chart." will be visible in that part of the screen.
Category Field (page 206 for more details)

- Standard is the IHO Standard selection for visible chart objects
- Base is the IHO Definition for the minimum required selection of visible chart objects
- All means that all chart objects are visible, except objects for data quality indication
- Customized means that the user’s selection of visible chart objects is displayed
• If in the Customized mode at least one visibility group is switched off, then the appropriate mode and
an additional '-' character will be displayed.
• If in the Customized mode at least one visibility group is added, then the appropriate mode and an addi-
tional '+' character will be displayed.
In the Cursor-Tool-Tip of this part of the screen the details of the actual selections are displayed.
Date Dependent Field

Always: Is only visible if in the presentation menu the selection button "Date Dependent" is set to
"Always". In the Cursor-Tool-Tip of this part of the screen the text: "Date dependent objects are always
visible. Information displayed may be incorrect for the present date and time." will be visible.
Depth Field
[m]: The actual units for chart depth values belonging to the chart cell at the own ships position in True
or Relative Motion mode or at the center position of the chart area in Browse mode.
Status Field
Over-scaled Xn.n: The chart cell at the own ships position in True or Relative Motion Mode or at
the chart center position in Browse Mode is displayed with a larger scale than defined for this cell. The
actual over-scale factor is displayed as Xn.n. (e.g. X2.5 means that the chart is displayed with Range 2.5
times smaller than normally defined).
The text Better scale available will be displayed here (additionally) if a chart is available at the same
position with a better 'Navigation purpose' (smaller scale). More chart details will be made visible if you
change to a smaller display range scale. The text No ENC available will be displayed here if no chart
with an appropriate scale exists at the own ship’s position. In the Cursor-Tool-Tip of this part of the
screen a detailed text will be displayed additionally.
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4.5 Display of Targets
ARPA and AIS targets can be displayed simultaneously on the chart/PPI. In

some cases it is possible that one and the same object is tracked as an ARPA
target and also activated as an AIS target. If the ARPA and AIS target have
similar data for distance, course and speed, they can be merged. This means
that they are treated as one target as long as the similarity is existing. The
limits for the similarity of the data can be defined by the operator (See page
125).
In other cases it is possible that the two targets are treated as two different objects.
Anyway under Fusion, the system can be set in a way that one type of targets has priority being
displayed. Nevertheless, both types of targets are still tracked or remain activated in the background.
Independent of the selected priority in the chart/PPI it can be selected for an individual target which data
and graphics shall be shown.
Additionally it can be selected under Sleeping which type of sleeping AIS targets are to be displayed
continuously.
With the selection Trial the trial maneuver function can be activated or switched off.
Fusion
Defines temporarily the priority for showing the ARPA or AIS
target symbol and target data in case that the defined target Merged Radar
association limits are fulfilled. and AIS target,
activated. The
See page 125 for details about target fusion function and AIS symbol is
settings. displayed.
Sleeping Targets
AIS targets are divided in Class A or Class B targets.
- Class A are commercial vessels,
- Class B are leisure crafts
With this selection list it can be chosen which types of sleeping AIS targets are displayed in the PPI
continuously and are available in the target list.
Later SW versions are providing one further entry called Navigate for the selection of all targets which
are not mooring or anchoring. But if a target has set its AIS parameters to mooring or anchoring and is
moving with more than 3 Kn it is still displayed.
☞ Even if the AIS target display is switched off for above mentioned vessels (i.e. even if None is
selected), all received AIS target information is continuously processed in the background.
In any case those AIS targets being classified as Dangerous can be activated automatically if this
function is not switched off. If AIS targets are already tracked and their display is switched off in
the above menu, already activated targets remain in the PPI and in the target list.
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4.6 Trial Maneuver
The Trial Maneuver simulates a planned maneuver of the own ship including tracked or plotted targets.
The simulation is started based on the present values for heading, course and speed as well as the
complete currently valid target scenario.
The trial maneuver can be set as follows:
- simulation of a course change, including the radius
to be used by the ship during the maneuver,
- the delay until the beginning of the simulated
maneuver (the Delay) and by
- simulation of a speed change at the instant of the
maneuver.
The simulation itself is executed by shifting the Time
slider to the desired point of time. It can be stopped in
between at any time and continued afterwards. Setting
the slider back to zero will update the own ship presen-
tation and the target scenario to present values.
☞ It is recommended to use the trial maneuver func- Latest SW version includes
tion in relative vector mode in order to evaluate list of up to three targets
the change of the relative target data first.
☞ If true vectors are used, it is recommended to select a speed sensor with water stabilization (Set
the stabilization, REF to Water in the Vector & Trails group).
The scenario to the right shows a simulation

with the own ship sailing for further 5 min
(delay) into the initial direction and then
turning to 252 deg.
Target 24, which is listed in the target list,
is passing with a CPA of 2.43 NM. Target 6
is far away.
If the delay for the planned maneuver is
reduced, target 24 will be on collision
course.
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4.6.1 Switching On the Trial Maneuver Dialogue Window
- Switch to REL in the Vector & Trails group of

the Navigation Sidebar.
- In the Targets group choose On for the Trial
control.
- After having finished the simulation choose Off to
close the menu or click to the Close icon of the
dialogue window
The Trial Maneuver dialogue window appears in the

PPI or chart area with the following data:
- Course: The currently existing course (the course
is changed when the ship is turning) 1)
- Speed: The currently existing speed (the value is
constant and taken as start speed) 1)
- Radius: The radius with which the maneuver is
to be simulated. If the dialogue has not been
used before, the minimum radius is displayed,
otherwise it shows the last used radius.
- Delay: 0 minutes. Can be set for simulation of
a delayed start of the course and speed
maneuver.
Latest SW version includes list
- Time: 0 minutes. Must be set for simulation of of up to three most critical
the time instances during the maneuver. targets
- Target list: The latest SW version includes up to

three most critical targets at the bottom of the
menu with simulated target data.
The following changes occur in the PPI or chart area after activation of the trial maneuver function 2):
• In the lower region of the application area a large symbol is shown to indicate the trial mode
and that after starting the simulation by moving the time slider, the symbols and vectors of the
targets are no longer displayed in accordance with the real situation.
• The vectors and the video trails (if any exist), are displayed relative and the own ship is shown
without vector but always with the correct present heading line.
• Past position plots are not displayed during the trial maneuver, but (if Plot is in the switched
on state) they are continuously built up in the back-ground and are visible again as soon as
the trial maneuver is ended.
☞ As long as the Time bar remains at zero position the display content and the target list still corre-
spond to the real situation. The vector display (of the targets) must be switched on during obser-
vation of the maneuver.
1) The resultant value used for the display of the own ship speed vector during simulation
2)
The radar video and the true or relative target trails are updated as normal and are not influenced by the
maneuver simulation.
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4.6.2 The Trial Maneuver in REL Vector Mode
In relative display mode, a collision course can be recognized from the fact that the vector of a target
is pointing towards the own ship symbol (constant bearing).
A maneuver of your own ship 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 and obstructions,
avoiding other ships, etc.).
Depending on the used display range a suitable vector length should be set so that the results of the
trial maneuver are clearly visible.
Past position
plots are no Trails are
longer displayed relative
Targets get
relative
vectors
Identification
marking of trial
maneuver
display
Scenario with true vector display and Scenario after switching on the trial
past position plots before starting the maneuver in REL mode (the target on the
simulation right is on a collision course)
Fig. V / 11 Vector Display in Trial Maneuver Mode
☞ The general screen-stabilization and the alignment of the heading line may remain unchanged, or
can be set by the operator as required. With other words, the Trial Maneuver can be observed in
Head Up, North Up or Course up orientation.
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4.6.3 Simulating a Course Maneuver
Use the Course and Radius slider to set the desired amount of
course change and the radius with which the maneuver is to be
simulated.
☞ During adjustment, the simulated course change is displayed in
form of a curved headline. A change of max. +/- 180° relative
to your present course can be simulated. The heading and the
present course is updated automatically if your ship is turning
during the maneuver simulation.
After course and radius have been set, use the Time slider to simu-
late your ship sailing along the pre-planned course change. All displayed targets will move accordingly
with their current speed and course and the change of their relative vectors will show the further devel-
opment of the scenario step by step.
The time setting can be done continuously by moving the slider or (by clicking) stepwise in 5 sec incre-
ments up to 30 min complete duration.
☞ Because of the REL Vector Mode, the relative speed vectors are rotated and change their length by
the simulated course-change. If one of the targets will change its status from dangerous to not
dangerous and vice versa, this will be shown by a change of their symbol's color.
Also during the trial maneuver the collision calculations 1) take place, which would indicate a dangerous
target symbol in red color as soon as the anti-collision limits are infringed.
1)
The collision calculations of the trial maneuver simulation implement the same alarm limits for CPA and TCPA as
set for the normal target tracking in the Dangerous Targets group of the Settings > Targets menu.
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4.6.4 Setting the Delay and the Speed of the Simulated Maneuver
Use the Delay slider to set the time that is to pass before the simulated maneuver begins.
☞ The future situation at the point in time defined by the delay value is now displayed in form of a
modified own ship track line ahead (along the present course direction) and the previously defined
course change is shown at a distance ahead, calculated from the present speed and the delay time.
The maneuver simulation itself must be controlled as described above with a movement of the Time
slider or clicking into the Time bar.
Trails are
updated in
relative mode
Heading lines and

orientation of AIS Radius that is set for
targets remain the trial maneuver
unchanged
Distance up until
Symbols moved and vectors the trial
changed in the simulation of the maneuver, as
course change maneuver. selected with
No risk of collision Delay
Relative display after setting of a trial (vector shows suffi-
maneuver which would prevent a colli- ciently large
sion passing distance
from the trial
maneuver position) Trial maneuver
start position The present own
ship position
Fig. V / 12 Delay in Trial maneuver
If no suitable maneuver can be found by means of these two settings, a speed change must be simu-
lated:
Simulation of a Speed Change

Use the Speed slider to set the speed at which the ship is to travel from the beginning of the simulated
maneuver onwards.
☞ Because of the REL Vector Mode, the simulated course-change causes a change in the directions
and lengths of the targets speed vectors.
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4.6.5 The Trial Maneuver in True Vector Mode
In True Vector Mode, the trial maneuver is displayed with true vectors for the targets and own ship. Both
the radius planned for the course change maneuver and the acceleration behavior for the speed change
that is set, and the delay are taken into account. All settings made in REL vector mode can still be
changed in the True vector mode.
The switch-over between True and REL Vector Mode is performed in the Vector & Trails group by
clicking on the REL or T selection button.
☞ It is possible at any time to switch between the two vector modes without any loss of data or infor-
mation. In both modes the same state of the maneuver is shown on the screen, if no other trial
maneuver setting is changed.
☞ It is recommended to use the true trial maneuver together with a speed sensor giving speed through
water. This can be selected as in normal operation mode of the system by selecting REF Water
instead of REF Ground in the Vector & Trails group.
☞ Whenever it is not sure that the calculated data or the used sensor data are correct and stable, it
is recommended to perform the Trial maneuver in REL mode (see above).
As a result of the switch-over into True Vector Mode, the following changes occur:
- True vectors and true target trails are displayed. Past positions of targets remain invisible as long
as the Trial maneuver is running.
- Own ship and all targets are shown at their currently existing positions with their true vectors as
long as the Time value is set to 0:00 min.
- The trial maneuver line is displayed. It represents the track on which the ship would perform the
simulated maneuver. The Radius displayed in the maneuver dialogue is taken into account for
calculation of the course change.
The simulated maneuver-settings can now be changed in the same way as described above for the rela-
tive maneuver mode:
Use the Course, Speed, Radius or Delay slider to set the desired parameters with which the maneuver
is to be simulated and move the Time slider to see the future development of the scenario.
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4.6.6 Checking the Trial Maneuver
By means of Time, the instant of time that is to be considered can be set:

- Click on the Time bar slider and, with the trackball, vary the time instant that is to be displayed
- or -
- click on the slider bar, but not to the slider, to produce 5 sec time increments stepwise.
By continuous variation, a synchronized display of the 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 maneuver will not show a dangerous approach.
Also during the true trial maneuver the collision calculations 1) take place, which would indicate a
dangerous target symbol in red color as soon as the anti-collision limits are infringed.
If necessary, any of the trial maneuver settings can now be changed and the check can be repeated.
Trails are updated in

Trial maneuver line True mode
defined by course
Radius that is Radius that is set for

set for the trial the trial maneuver
maneuver
The present
own position
Future positions after (own ship
the time entered symbol and
with the Time slider true vector)
Delay
Delay
Display after switch-over to True Vector Check by variation of the Time

Mode input
Fig. V / 13 Checking the Trial Maneuver
1)
The collision calculations of the trial maneuver simulation implement the same alarm limits for CPA and TCPA as
set for the normal target tracking in the Dangerous Targets group of the Settings > Targets menu.
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4.6.7 Further Information about the Trial Maneuver
- The maneuver can be observed with relative or true vectors. As during normal operation, the vector
mode is to be set in the Vector & Trails group. This setting will also have an effect on the trails
and the past position plots before the maneuver function is started.
- In both of the vector modes, the maneuver radius that can be set and the acceleration 1) for the set
speed-changes are taken into account additionally to the planned course change.
- At any time before or during the simulation, you can change between T and REL maneuver vector
mode, without changing other simulation parameters.
☞ The target tracking / plotting and the manual and automatic target acquisition are not interrupted
during the execution of a maneuver, but no new sleeping AIS targets can be activated manually.
This means also that the target list under Tools > Targets > List at all times displays the currently
valid data of the target tracking process and not the trial maneuver data.
☞ Contrary to targets already being tracked by the ARPA, radar targets which are in the state of
"under evaluation" (i.e. being in "acquisition status") will not be taken into account for the trial
maneuver.
☞ As long as the Trial maneuver is active, the Dangerous Targets function (ARPA and AIS) is auto-
matically On, independently of the settings under Settings > Targets > Dangerous Targets and
AUTO ACQ AIS Targets respectively.
1)
The min. and max. radius and the acceleration behavior of the ship are entered at service level during setting-
to-work.
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Operating Instructions The Menu Bar with Home, S-Mode and MOB
5 The Menu Bar with Home, S-Mode and MOB
The menu bar provides functions to navigate between applications and screens. To open the menu, click
on the Menu button in the bottom left corner of the display. The menu resembles the Start menu of MS
Windows 7. The figure below shows an example of a menu which is displayed when clicking on the
Menu button. Depending on the installed applications it might look different:
Select one of the

items to:
Jump to Super
Home Page
To display the
Shortcuts to About menu with
the primary SW versions etc.
applications
To change color &
brightness
and to create a
new or to edit a
set of individual
settings
Select one of the items from left to right to:

In case of a Man-over-Board event just
1. Open the Settings Bar click here:
2. Take a screen snapshot The MOB symbol will be placed at current
own ship position as a marker.
3. Jump to Super Home Page Further steps are described on page 127.
4. Set the Default Settings according to
IEC Standard
5. Select one of the prepared Favorite
Settings
Fig. V / 14 Opened MULTIPILOT Main Menu
☞ When you are moving the mouse or trackball pointer over the buttons of the menu bar, you will
experience a roll-over effect indicating the button you are currently pointing at. This will help you
to pinpoint the right button for the current operating situation even in case of emergency.
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Voyage Recording Operating Instructions
6 Voyage Recording
Background
The ECDIS application is recording the main navigation data in a permanent data base on the hard-disc
of the PC. The recorded data are accessible by the operator via screen printout with a data viewer.
Voyage Data Recording

Data recording is done automatically, no operator action is required. Data are stored every 10 sec for a
period of 90 days. Older data are deleted automatically.
Voyage Data Replay

Select Voyage Replay from Super Home Page. The voyage replay menu
opens with one opened Voyage Replay page.
Enter date and time of the period of interest and set the filter if required
for Ship Data, LOPS (Lines of Position) and Chart Data.
Click to the Filter Voyage Data bar underneath. A complete list of data
is displayed.
Open another viewer i.e. for a different period by pressing

the left top bar Start Voyage Recording Replay. This
can be done again for further viewers.
Close a viewer by clicking the cross in the top tab line
(see red arrow).
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Operating Instructions Operator Activity Monitoring ("Dead-Man" Switch)
7 Operator Activity Monitoring ("Dead-Man" Switch)
The NACOS Platinum Navigation is monitoring the operator activity. Each time any of the operating
devices is used, an activity message is sent out to a connected or integrated Bridge Navigational Watch
Alarm System (BNWAS).
The message format in the standardized NMEA 0183 (IEC 61162) format is as follows:
$--EVE,142319.71,NACOS,Operator Activity*23
EVE is the message identifier followed by the time, a self-explaining text and a checksum.
This message is given once if in the last 10 sec at least one operator activity has been monitored.
Operator activities are monitored for each key and each control of the RADAR and TRACKPILOT
keyboard, for the trackball, and for the ASCII keyboard, the trackman, and the HP standard mouse at
the planning station.
If this retrigger message is missing, the connected BNWAS will automatically alert the Master or another
qualified OOW.
Fig. V / 15 Operating Devices for Activity Monitoring
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Operator Activity Monitoring ("Dead-Man" Switch) Operating Instructions
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CHART FUNCTIONS
NACOS Platinum Navigation CHART FUNCTIONS
Operating Instructions Introduction and Start
1 Introduction and Start
This chapter describes the chart related functions of the NACOS Platinum
Navigation. It is applicable to all SW versions from 2.0 onwards.
If not already visible, the chart presentation has to be switched on by
clicking to the corresponding button in the navigation side bar.
Select one of the available charts, i.e. ENC or IHO-ENC, C-Map ENC, ARCS,
C-Map Prof. The standard selection is ENC or IHO-ENC. For differences in
conjunction with ARCS charts please refer to page 219.
North Indicator Vector Heading line

Scale Slider Past Track
Parallel Index Lines Range Rings EBL1/VRM1, centered
The screenshot above shows the chart in Head-up mode. Please refer to the north indicator in the top
left corner. Some of the navigation tools are shown as an overlay. They are described in the main
chapter NAVIGATION TOOLS.
Fig. VI / 1 Elements of the Chart Area
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CHART FUNCTIONS NACOS Platinum Navigation
Introduction and Start Operating Instructions
1.1 ECDIS Modes
ECDIS Monitoring Mode

In this mode the ship’s position is relevant for the displayed chart and related data. Different modes for
the display orientation of the ship’s movement and screen position can be chosen (same as with radar),
but the own ship’s symbol will never leave the Application Area.
ECDIS Planning Mode
In this mode the chart section on the screen can be displayed regardless of the
own ship’s position.
The section can be moved where ever it is desired. When the selected chart area
includes the ship’s position, it is displayed also in planning mode.
Even if the ship is not displayed in the chart while the browse mode is active, the
monitoring functions for the present own ship’s position will be carried out and
warnings (depth alarm, safety contour, etc.) will be given.
The settings for the range and the use of the slider will of course influence the
display of the chart. Some other displays and functions in the sidebar may be
grayed out since they are only relevant for Monitoring Mode.
The Planning mode is activated by the selection of Browse instead of True Motion or Relative
Motion. The Browse mode will automatically be activated in case no position calculation for the own
ship is possible.
The Browse mode is possible in North Up and Course Up. Selection of Head Up in Browse mode
leads to the Monitoring mode.
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1.2 Cursor Pick and Context Menus
Context Menus with MORE (pick at a position)

Context menus are available in the Chart Area in ECDIS mode. Details of the menus are described in the
subsequent chapters. This chapter shall give an overview about the entire context related functionality.
By a MORE click (cursor pick) into the application area a context menu is opened which contains all
possible user actions at the current pick position.
One example is the chart information providing details of the chart at the position just picked. Please
refer to the overview below. Chart information has been highlighted in red.
Please note that not all of the listed entries are referenced to a chart position. Some of them like layer
or chart 1 are independent of the picked position.
Target Add Synth

Off-Center Cancel all
Layer
ENC Chart
Chart
Set Chart Center RADAR Video
Clear Trails
Mercator Projec- Nav. Tools
Chart Information
tion Scale Slider
Create LOP Set
Open ECDIS Targets
Reset PI Lines Reset
Chart1 Routes
Rulers
User Symbols
Man Overboard
Own Ship
Anchor watch
Curved HL
Man Overboard
Fig. VI / 2 Context Menus in the Application Area
Context Menus with DO (click to an object)

Some context menus are related to an object on top of the chart, i.e. a waypoint. If more than one
object are found at a picked location, a context menu opens and the operator must select the operation
which he wants to access.
Examples:
- Waypoint 9 / Leg 009-010 / PI3:
The waypoint symbol, the leg behind waypoint 9 or the Parallel Index Line 3 can be selected.
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1.3 The Chart Information Window
With a MORE click within the PPI/Chart area and then on Chart Information in the context menu, the
Chart Information Window is opened.
In this window, information about details of the chart database and the chart cells can be displayed.
Fig. VI / 3 The Chart Information Window
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1.4 Full Screen Mode and Split Window
1.4.1 Full Screen Mode
The ECDIS can be operated in two display modes: With Sidebar or with hidden Sidebar.
Depending on the number of workstations in your navigation system it may not be possible to hide the
Sidebar 1).
For Full Screen Mode, click the button in the Menu bar, to restore the sidebar, click the button
on the lowest left edge of the screen.
With Sidebar, the screen looks like this:
Hide Sidebar
Fig. VI / 4 Sidebar Mode for ECDIS
1)
The Full Screen Mode is an option for larger systems where at least two workstations are left in Sidebar mode to
indicate the navigation data. This option is not available for ECDISPILOT Basic.
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With the Sidebar hidden, the chart covers the whole screen:
Restore Sidebar
Fig. VI / 5 Full Screen Mode for ECDIS
1.4.2 Split Window
-> Split window mode is not available for ECDIS in monitoring mode.
To switch over to the split window mode, click to one of the symbols
in the top right corner of the screen.
Symbols marked in grey can not be activated, this mode is not avail-
able for the current application.
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1.5 The Pan and Zoom Control
The zoom control consists of a slider to adjust the range setting or the zoom factor for the ECDIS chart
display. The compass control consists of pan buttons (the name pan has been used because the four
buttons are forming a kind of a fry pan), which you can use to move the image section currently
displayed.
Compass control
with 4 pan arrows
Zoom in
Slider to adjust zoom

factor
Zoom out
Fig. VI / 6 Zoom and pan control
To zoom in incrementally, click on , you will then see more details on the respective display. However,
the overall area displayed is smaller. To zoom out again, click on the . You will then see less details
but you will have a better general overview of, e.g. an electronic chart displayed.
Using the slider or the / controls switches the range for radar or the zoom factor for ECDIS in the
steps described later on.
To move the display, use the pan buttons. For example, if you click on then the display moves to the
right in increments to view a different image section of a chart or whatever is displayed. The effect is
like traveling with the eye over a large map.
To center the display just click on the icon once.
-> It is also possible to off-center and re-center the ship by means of the
context menu.
-> The scale can also be set in the permanent area.
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1.6 The ECDIS Chart1
The ECDIS Chart1 is a tab that can be opened in the application area. It shows a legend of the symbols
used in the charts, ordered by categories like depth, seabed, traffic routes etc.
-> The Chart1 also contains test pictures for color contrast examination.
To open the Chart1, right-click in the application

area and select from the context-menu.
Use the pan control to slide Click here to close Select from the categories
the depiction up/down Chart1 to navigate directly to the
desired symbols
Fig. VI / 7 ECDIS Chart 1
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1.7 Color and Contrast Examination
The Chart1 offers two test pictures, one for color reproduction and one for contrast examination.
With these pictures it can be confirmed that the brightness of the monitors is perfectly set according to
the environment and that all objects can be identified clearly and easily by the user.
In ECDIS mode move mouse pointer into the
chart area, open menu with MORE (right mouse
button) and select Open ECDIS Chart 1, open
again with MORE (right mouse button) another
sub-menu, and select either Color Test
Diagram or Gray Scale Test Diagram.
Check if you can see all diagonal lines in the Color Test Diagram and check if you can see all gray
bars of the Gray Scale Diagram separately. Adjust Contrast and Brightness if necessary. The color
settings of the monitors can not be changed, they are factory set.
Fig. VI / 8 ECDIS Color and Gray Scale Test
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Operating Instructions Display of ENC Charts
2 Display of ENC Charts
Symbols, areas, lines and labels (collectively called objects in the following) are individually stored elec-
tronically in a separate data base and are displayed in the vector chart. Object classes (complete sets
of similar objects) are grouped into display groups; for example, the object class Restricted Areas
together with the object class Military Practice Areas and other similar object classes are forming the
display group Cautionary Areas. An appropriate and, at the same time, uncluttered display can be
achieved by selecting only those display groups which are required for the actual nautical task. Further-
more, for a number of objects (e.g. buoys), there is a choice between two symbol presentations. Irre-
spective of this, the number of text labels displayed can be influenced.
Fig. VI / 9 ECDIS Display Groups
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Display of ENC Charts Operating Instructions
2.1 Categories of Display Groups
IMO has defined three categories for the selection of display groups that are to be shown:
- Base: Consists of the display groups which, as a minimum requirement, definitely have to be
displayed. They can not be influenced by the user and they are shown all the time. They are
normally not sufficient for safe navigation (only coast lines and obstacles).
- Standard: Contains the display groups which are normally necessary for voyage planning and
voyage monitoring (all standard display groups as shown below)
- All: Contains above two categories and all other display groups which are available in the electronic
chart
For the CHARTRADAR one further category is defined in the IEC 62388 test standard:
- Primary: The Primary Chart Information Set covers the display base plus fixed and floating
aids to navigation (buoys and beacons, details on following page).
In addition to these pre-defined categories another one named Custom has been added. In this cate-
gory, all settings can be made individually.
The allocation of display groups into the three categories is basically described in IMO Res. MSC.232 (82)
which has replaced the older recommendation A.817 (19) in the year 2008.
Following this paper the Base
category in Platinum contains
display groups as follows:
- coastlines (high water)
- own ship's safety contour
- isolated underwater dangers
of depths less than safety
contour
- isolated dangers within safe
water (i.e. overhead wires)
Further-on scale, range and north
arrow, units of depth and height,
and display mode are shown all
the time.
For the definition of the Standard
and All category the S-52 object
classes have been used. The selec-
tion list according to IEC 61174 Ed.
3 (year 2008) is shown in the left
screenshot.
For the new SW Version Platinum
2.1 the selection list has been extended according to the new Edition 4 (year 2015) of the IEC 61174
Standard. This list is shown to the right. It provides a more specific adapation of the chart presentation
to the mariner’s needs.
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2.2 Select a Category
.
Click to the toothed wheel in the bottom menu bar
and select Chart from the Settings bar to open the
Chart menu. 1)
Select the required category:

Base, Primary, Standard, All, or Custom.
If the latter is selected, the Adjust button is avail-
able and can be used to open the Adjust Category
Custom menu.
Now the display groups can be adjusted individually.
If the AIO option is installed for display of Admi-

ralty Information Overlay, the lower part of the
menu is visible. Four settings for the AIO overlay are
aqvailable. Check as required.
1)
The design of the lower part of the Chart menu depends on the SW version. From Platinum SW Version 2.1
onwards, there are more functions which can be set by the mariner.
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2.3 Select the Primary Chart Information Set (PCIS)
The PCIS includes coastlines, own ship’s safety contour, and dangers to navigation as listed in IMO Res.
MSC.232(82) for the Base category plus fixed and floating aids to navigation (buoys and beacons). For
the display of this PCIS just select the Primary category.
When vector charts are being used, it must be ensured at regular intervals (e.g.
after a change of watch) that all of the necessary display groups are being
displayed. Not even the Display Standard setting guarantees the completeness of
the display.
2.4 Indication of Category in the Status Line
The selected category (Base, Primary, Standard, All,

Custom) is indicated in the top status line of the application
area.
A plus sign (‘+’) after the category is shown, if additional
groups have been selected.
A minus sign (‘-‘) after the category is shown, if additional
groups have been deselected.
Moving the cursor on top of the Category field opens a small
information window with details about the selected or dese-
lected groups.
2.5 Not for Polar Regions (>85 deg)
The NACOS Platinum Navigation system is not approved for operation in polar regions, this is the area
beyond 85 degree north or beyond 85 degrees south. Later versions will include this optional function.
If the own vessel is sailing in this area the Caution SI038 "Latitude Exceeded" is given.
In this case paper charts have to used.
The chart presentation is not affected.
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2.6 Advanced Chart Settings

Chart menu.
Check the settings for symbols, areas, text, and
lights and adapt as required. From Platinum SW
version 2.1 onwards a few more settings are avail-
able. Please refer to the second red box.
Text Labels
- None: No text
- Few or Important: Only the most important
text labels
- Normal or Primary: The text labels that are
normally adequate for navigation appear
- All: All text labels contained in the chart
appear.
- Custom: Click to Adjust to open a submenu
for individual selection of text labels
Symbols and Areas

For symbols and areas you can define, if paper chart
or simplified presentation is preferred.
Additional Information
- Names in National Language 1): Select as
required
- Light Descriptions: Light descriptions are
displayed
- Full Length Light Sectors: Light sectors are
displayed true to scale
- Accuracy Symbols (Indicate Data Quality):
Quality of chart data is indicated
- Highlight: Select if Updates, Information, and
Documents are to be highlighted.
1) From SW 2.1 onwards
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2.7 Switch on Conditionally Displayed Features

Chart menu.
Earlier SW Versions
Earlier SW Versions
- Date dependent: buoys which are deployed
seasonally, are e.g. presented only at time
periods given in the ENC. Select Within Effec-
tive Dates to display them only during the
time periods as indicated in the ENC. Otherwise
select Always Visible.
- Scale dependent: objects which are not
present in all scales, are either presented
Within Effective Scales or they are Always
Visible, select as required. From SW Version 2.1 onwards
SW Version 2.1
The scale dependent function is available as before
but has been moved to the upper part.
The date dependent function has been extended.
Now a range with start and end date can be entered
either for date dependent setting or for the review
update.
Set Review Updates to None if the range entry
shall be used for the Date Dependent function or
vice versa.
Enter a viewing date range with start and end to see
all objects which are indicated with a date or period
in this range.
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2.8 Depth Contour
Click to the toothed wheel in the bottom menu bar and

select Depth Contour from the Settings bar to open
the Depth Contour menu
Check the draught of your own vessel as shown here in
the Depth Contour menu (red arrow). If not ok, set
the correct value (see page 138) and come back.
Select the number of different depth shades (two or
four). The following example applies to four shades.
Then select the depth value in meters for each shade
by shifting the corresponding slider.
• Set the Shallow Contour slider (the top one)
to an appropriate value of a few meters.
• Set the Safety Depth slider (which gives the
alarm) according to your ships draught plus
safety margin of a few meters.
• Set the Safety Contour slider (the next one)
close to it.
• Finally set the Deep Contour slider as appro-
priate (i.e. 3x ship draught).
As a result on the electronic chart the colours will indi-
cate the depth as adjusted in the above dialogue, from
light brown (land) to light blue and white. The whole
colour scheme for day and night is shown in the
diagram below.
Chart zero
Shallow contour
Draught
Safety depth
Safety contour
Deep contour
Non-navigable area Navigable area

"Night" color
Brown Green Blue Darkblue Darkgray Black scheme
"Day" color
Brown Green Blue Lightblue Grayblue Lightgray scheme
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2.9 Tool Tip Information
If the cursor is moved over a chart object like a lighthouse, a buoy, a wreck, or a landmark, the addi-
tional information in the chart data base, which is linked to this object, is shown in a tool tip.
The example to the right shows
a light house with different
sectors (green, white and red).
Move the cursor to the base
point of the light house symbol
and a tool tip with a list of the
different light sectors as found in
the chart data base will open.
The sort order of the list is
random as found in the data
base.
If another object like a landmark
is found at the same location this
one is listed as well.
From SW version 2.1 onwards

the list entries are sorted.
The actual visible sector
according to the true bearing to
the object is displayed first.
In addition the text is summa-
rized for a better overview.
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Operating Instructions Display of Raster Charts
3 Display of Raster Charts
Background
There are different types of raster charts in use, the NACOS Platinum Navigation is supporting the most
popular type called ARCS. This ARCS chart type is the electronic form of the well-known British Admiralty
Charts. They are published by the Admiralty Raster Chart Service (ARCS) which also publishes the paper
charts. They do not conform to the IHO standard S-57 and do not fulfil the requirements of SOLAS Regu-
lation V20 concerning the keeping of up-to-date charts. The display of this chart type takes place in the
Raster Chart Display System (RCDS), which, in the NACOS Platinum Navigation, is part of ECDIS. A
license for their use can be obtained from any authorized distributor.
-> At the present time, electronic charts are permitted to be used as a replacement for the official
(paper) charts if, and only if, the electronic charts contain ENC data. If ENC data are not available,
they may be replaced by ARCS data, but only if special permission is obtained from the flag nations
for this.
Fig. VI / 10 Raster Chart on ECDIS
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Display of Raster Charts Operating Instructions
3.1 Change to ARCS and Select Chart Style
Change to ARCS presentation by clicking into the indication field in the Charts
group which can be found in the permanent side bar. A list with the available
chart types is opened, select ARCS.
Select chart scale

After having changed to ARCS the Display group on
top of the permanent side bar changes its appearance,
the range indication (well known from radar) changes
into a scale indication. By clicking into the indication
field, a list with all available charts of the active area
is opened. This active area is the center of the screen
or the own ship’s position. Select the chart which is
appropriate for your navigational task. Further-on a
box appears for Automatic Largest Scale. Check
the box and the NACOS Platinum Navigation will
always select automatically the largest available scale.
Open pop-up window for additional chart information
License expired
Pop-up window
There may be several charts with the same scale, but all of them will include the active area. By pointing
the cursor to a scale, a pop-up window appears with more details about one of these available charts.
Charts where the license has expired for more than a month are still listed, but marked in gray and can
no longer be selected.
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3.2 Status Line and Position Failure Indication
Status Line
In the top left corner of the
chart area the chart status
line is shown.
It indicates from left to right the most important status data of the active chart. For raster charts it shows
the chart type (here ARCS), the chart number (here 1411), the dimension of depth figures (here [m]),
and the actual status i.e. Better scale available or ENC data available for the area of interest.
If there is no raster chart
available for the actual
sailing area, the status No
RNC available is indicated
in the status line and the
system switches back to
the ARCS vector display
mode.
In this mode the scale indi-
cation disappears and the
corresponding range in NM
is indicated.
Position Failure Indication

A position failure due to manually set position is
indicated by a yellow symbol next to the LAT
and LONG field in the position menu..
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3.3 Chart Information Window
Open the chart information window by clicking

with the right mouse button into the chart area
and selecting Chart Information. Open the
directories of interest and read the additional
information. The function is not position sensi-
tive, the window shows all available information
for the selected chart.
3.4 No Radar Overlay
Various overlays can be activated on top of the chart by clicking with the right mouse button into the
chart and selecting layers. Switch on the required layers and adjust the brightness individually. The radar
overlay which is available with ENC charts is suppressed in ARCS mode due to the difficulties of chart
projection.
3.5 Not for Polar Regions (>85 deg)
The NACOS Platinum Navigation system is not approved for operation in polar regions, this is the area
beyond 85 degree north or beyond 85 degrees south. Later versions will include this optional function.
If the own vessel is sailing in this area the Caution SI038 "Latitude Exceeded" is given.
In this case paper charts have to used.
The chart presentation is not affected.
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3.6 Chart Datum and Datum Mismatch
All ARCS charts are presented in WGS-84 coordinates. If a chart has been produced under a local datum
and the shift to this datum is published in Chart information, this shift is automatically applied for the
correct presentation of the chart. If no datum shift information is available, a datum mismatch message
is shown in the status line.
ARCS charts which have been produced under a local datum may have a position
grid. As this grid has been printed onto the chart during production it cannot be
shifted by the NACOS Platinum Navigation system. So a scenario may occur,
where the operator is moving the mouse to a grid line in local datum which is
labelled i.e. with LAT 001º25’ and the cursor is showing at the same time the
corresponding WGS-84 position which might be 001º26’. For navigation purposes
only the WGS-84 indication from cursor or from the navigation tools (EBL, VRM,
PI-Line) should be used, the local grid should never be used!
According to its data, this route

should exactly follow the lines of
the grid.
Due to the fact that the grid has

been produced using a local
Warning datum, the chart has been
shifted by the system.
Fig. VI / 11 Raster Chart with Local Datum
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3.7 ECDIS Alerts and RCDS Options
ECDIS Alerts
The ARCS chart cannot release any ECDIS alerts, the information about depth, wrecks, tide, etc. is only
printed onto the chart and is not available for the NACOS Platinum Navigation application program.
If the user has set user symbols in an area, with ARCS coverage, these are checked as usual during the
voyage and depending on the symbol and the settings an alarm or indication is raised (please refer to
ECDIS chapter 5.5).
If also ENC charts are available on your NACOS Platinum Navigation system for the actual voyage, these
are automatically checked as usual against depth and obstacles in the background also if the system is
in ARCS presentation mode (please refer to ECDIS chapter 5.2).
RCDS Options
In contrast to ENC charts there are no chart categories available in the RCDS mode.
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Operating Instructions Display of Admiralty Information Overlay (AIO)
4 Display of Admiralty Information Overlay (AIO) 1)
AIO is available as an option for the NACOS Platinum Navigation system.

AIO is a service from the United Kingdom Hydrographic Office (UKHO) and provides Notices to Mariners,
and additional information like reported navigational hazards, as a separate overlay on top of the Admi-
ralty Vector Charts.
The overlay includes all Admiralty Temporary & Preliminary Notices to Mariners (T&P NMs) in force world-
wide and additional information that relates to ENCs, published as ENC Preliminary NMs (EP NMs).
The overlay can not be used in conjunction with any other electronic charts, not with ENC and not with
raster charts.
The overlay has its independent version numbering which is not related to that one of the Admiralty
Vector Chart System. An earlier AIO version can be used in conjunction with actual AVCS charts but it is
recommended to have corresponding versions.
AIO data for the whole world are stored currently in a single cell, called GB800001. Further cells may be
added later by AVCS. This cell has to be installed first together with the corresponding permit before
usage. Please refer to the DATA MAINTENANCE chapter for an installation guide.
4.1 Using the Overlay in the Navigation Process
The Admiralty Information Overlay contains additional information that is considered navigationally signif-
icant and may affect your voyage. This information should be referred to when planning your passage
and may also be temporarily displayed during route monitoring.
When planning your passage it is normal to review all charts (and therefore ENCs) that are expected to
be used on the passage. When these charts are reviewed the Overlay should be turned on and any
features that could affect the planned route should be investigated. Those features that are significant
for the planned passage should be marked i.e. by a user symbol or by a note attached to a waypoint.
Sufficient information should be attached to the user symbol or waypoint note to inform the navigator
of the action to be taken when they are encountered on passage.
The Overlay information may temporarily be displayed when navigating. To avoid too much information
obscuring the chart display the Overlay should normally be turned off and should only be turned on for
brief periods when required for reference.
1)
Text passages about AIO have been taken from the AIO User Guide V1.0 and adapted to the operating procedures
applying to the NACOS Platinum Navigation system.
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Display of Admiralty Information Overlay (AIO) Operating Instructions
4.2 Displaying the Overlay
Click to the toothed wheel in

the bottom menu bar (1), 1)
select Chart from the Settings 2)
bar (2) to open the Chart
Presentation menu (3).
3)
In the lower part of the chart
presentation menu there are
four check boxes arranged
where you can activate or
deactivate temporary and
preliminary chart information
as well as information objects. 4)
Once activated the notices for
mariners (NM) and objects are
displayed as an overlay to the
chart.
Temporary & Preliminary
Notices
Areas where temporary notices
are valid, are marked with a
red polygon with red hatched 6)
fill which indicates the area
affected by the NM (4).
5
Preliminary notices are marked
in the same way, but in green.
Each NM carries the same NM number that is used in the Admiralty Notices to Mariners Bulletin. This
number can be switched off by deactivating the box Show Names of Objects. Each NM provides the
full text of the NM included as an associated text file. Access to this text is as follows:
Right click to the marked area opens a menu. Click to Chart Information and to Temporary or Preliminary
Notice under AIO Contents (5) to read the desired notice (6). Any associated diagrams can also be
viewed.
ENC P Notices
The same marking of areas (red polygon with red hatched fill) and the same procedure is valid for ENC
P NMs (EP NM). They contain additional information that is specific to ENCs and cannot be published as
a standard Admiralty T&P NM. Each NM is allocated a unique EP NM number.
No Information Objects
Where there is no equivalent scale Admiralty paper chart, the UKHO does not have any additional infor-
mation and the Overlay shows a ‘No Overlay’ feature. This feature is displayed as a grey polygon with a
grey hatched fill indicating the area where there is no overlay information.
-> Additional information, such as local T&P NMs, may be available in these areas from other sources.
When navigating in these areas, seafarers should ensure that all appropriate sources of information
have been consulted.
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TARGET HANDLING
NACOS Platinum Navigation TARGET HANDLING
1 Overview
The following section is applicable from SW version 2.x onwards.

The Target Tool provides menus for target handling. The most important function is the target list
showing the acquired/activated targets. The list can be sorted according to distance of target, time to
reach target etc. Another important function is the critical target menu showing detailed data of the
closest target. Further-on AIS receive and transmit messages can be processed.
Many of the target related functions are activated by a click on the target, the target tools tab is not
used. These functions are described here as well.
☞ A radar echo that is supposed to be taken in account is called an acquired target.
☞ An AIS target that is supposed to be taken in account is called an activated target.
Targets can be acquired/activated manually using the trackball or automatically by the system. This
description first gives an overview of types of targets and their treatment in the system. If necessary,
cross references to manual/automatic target acquisition are noted.
Two types of targets can be handled on the NACOS Platinum Navigation, ARPA targets and AIS targets.
For the target processing, the AIS electronics unit and the ARPA electronics of the radar are considered
as two independent sensors whose display and operating procedures take place on one and the same
monitor. The two sensors deliver data independently, the data of both sensors are used for the collision
avoidance computation, which takes place in the background of all actions. It can raise alarms if objects
are on collision course.
This chapter describes the handling of AIS targets and ARPA targets presented on ECDIS.
Operating steps in relationship to the raw video which are specific for the RADAR are covered by the
RADAR FUNCTIONS section.
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TARGET HANDLING NACOS Platinum Navigation
ARPA Targets Operating Instructions
2 ARPA Targets
ARPA targets are any kind of radar targets received from a host radar application either operated on the
same workstation or on a remote system. In case of a remote system the target information is received
by the NMEA message TTM. These targets have already been acquired by the radar system. ARPA targets
can be of the following kind:
ARPA targets
An acquired target that is tracked by the ARPA electronics. Its past track
and speed/direction vector can be shown
A selected target, which is an acquired target whose data are marked in

the target list
ARPA targets may have an ID displayed on the top right of the symbol. 4
The ID consist of consecutive number generated by the system.
Table VII / 1 Symbols of ARPA Targets in ECDIS
See the chapters below for further information.
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Operating Instructions AIS Targets
3 AIS Targets
AIS targets are all targets whose data are received by the AIS electronics unit. All AIS targets are visible
per default after switch-on of the system.
☞ The display of groups of AIS targets (Class A, Class B , all) may be switched off by the operator.
AIS targets can be of the following kind:
AIS targets
A sleeping AIS target is a target that is displayed in the PPI. Its data
are evaluated.
A manually activated AIS target is displayed with detailed data such as

COG, true scaled outline (if available and the PPI scale is small enough),
ROT indicator, past track and speed/direction vector can be shown
An automatically activated target by the collision avoidance computation flashing,

or by a acquisition/guard zone red
A selected AIS target, which is an active and whose data are marked in
the target list
AIS targets may have an ID displayed on the top right of the symbol. BXGHE AIS7
The ID consist of the call-sign or a consecutive number generated by
the system.
Table VII / 2 Symbols of AIS Targets in ECDIS
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Target Fusion Operating Instructions
4 Target Fusion
Target Fusion
Due to the fact that an AIS target normally produces a radar echo, the symbols are
displayed close to each other:
In this case, it is possible to decide whether the object is to be treated as AIS target
or as ARPA target. In terms of an improved display readability, the objects can be
merged if they meet some boundary conditions. That means, that they are displayed
only as AIS or as ARPA target.
☞ 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 or deactivated (AIS).
☞ 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.
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 (target fusion).
The priority for the entire display or for selected targets can be defined.
ARPA and AIS targets can be merged and therefore treated as one target as long as their target
data are similar in some categories and limits.
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Operating Instructions Manual Target Selection
5 Manual Target Selection
An activated AIS target (click on the target first to activate it, a vector is
shown) as well as an acquired ARPA target can be selected. Then, its data are
displayed in the target list.
To do so, click on the activated AIS target or the acquired ARPA target with
DO. The target will be marked with a broken frame. The target data are ARPA AIS
marked in the target list with blue color. Only one target can be selected at a
time. Selected targets
Data of a selected target

accentuated in the list
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Automatic Target Activation Operating Instructions
6 Automatic Target Activation
AIS targets can be activated automatically.

There are two possibilities to activate targets automatically:
By means of the collision avoidance computation for dangerous targets
- The collision avoidance computation observes every target in the PPI. For any of those targets, the
closest point of approach (CPA) and the time until the CPA is reached (TCPA) are computed and
compared with operator-defined limits. If the CPA and TCPA values of a target fall short of the limits,
the target is marked (ARPA) or activated (AIS) and an alarm is raised.
By means of the acquisition/guard zones

- Two of those zones can be switched on in order to perform automatic target acquisition/activation.
Any target that enters one of the zones will be marked/activated and an alarm is raised.
Settings for Acquisi-

tion/Guard Zones
Settings for collision

avoidance computa-
tion, i.e. Dangerous
Targets
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Operating Instructions Prerequisites for the Collision Avoidance Computation
7 Prerequisites for the Collision Avoidance Computation
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) trans-
mitted 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; 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
displayed 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.
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Deletion and Loss of Targets Operating Instructions
8 Deletion and Loss of Targets
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 AIS target is lost within a distance of 16 NM, 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 choose
Target from the context menu and click on the desired
action with the DO key.
An ARPA target received from NMEA interface via TTM
message has to be deleted on the host radar system.
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Operating Instructions Target List
9 Target List
The target list provides an overview about

all targets followed up by the system 1).
The columns of the displayed table are self-
explanatory, they can be sorted ascending
or descending by clicking on the appropriate
title of the column. More recent versions are
providing a separate column for the Age of
the target data. In the screenshot shown
here the message from the SART is already
10 sec old.
Sorting takes place in the instant of the
click, afterwards the sequence of the entries
remains static, even if the values of the sort
criterion change.
If a target is selected in the chart/PPI area
(refer to the symbol below the red arrow in
the screenshot to the right), it is also high-
lighted with blue color in the target list as
shown here, it might be necessary to scroll
the list up or down in order to find the blue
line.
If the pointer is moved on the depiction Capacity, a hovering
window is displayed showing the percentage of memory usage for
targets. If 95% of the maximum capacity is reached, an indication
is given. If the maximum capacity is exceeded, an alarm is given.
Maximum number of targets:
Type of Target Maximum Number
ARPA 40
AIS Activated 40
AIS Sleeping 240
Table VII / 3 Maximum Number of Targets
1) The list includes all tracked ARPA targets and all activated AIS targets. The most important target data of any
target can also be assessed directly in the chart/PPI. Just move the cursor on the target and a hovering target
data window is opened.
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Target List Operating Instructions
9.1 Critical Target and Details of a Selected Target
In order to display detailed data of a critical target

(especially AIS targets), just click with MORE (right-
click) to one of the target rows and choose Show
Details from the context menu.
You may also cancel the acquisition of this target or for
all targets.
Select if the target list shall be sorted automatically.
The two small windows underneath the

target data row will display more target Auto Sort
data like BCR, BCT, HDG, ROT and if
available the AIS data like length, beam,
draught etc.
Choose, depending on the target type,
one of the following sort options if auto
sort is activated:
Sort
- Show All Options
- Show Acquired
- Show AIS-SART
- Show AIS-ATON
The following abbreviations are used for
the presentation in the list:
CPA - The designation Closest Point of Approach means the minimum distance between the own ship
and the target at the closest point of approach.
TCPA - The Time to Closest Point of Approach means the time until the CPA is reached.
BCR - The Bow Crossing Range means the distance between the own ship and the target when the
target crosses the heading line of the own ship.
BCT - The Bow Crossing Time means the time that will pass until the target crosses the heading line of
the own ship.
☞ Target details are also available by a tool tip which opens if the
pointer is moved across an activated or acquired target in the PPI or
chart area.
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Operating Instructions Show List of Received AIS Safety Messages
10 Show List of Received AIS Safety Messages
The AIS unit can receive safety related messages from other stations. These messages are transferred
to the NACOS Platinum Navigation system. Up to 50 messages are stored there.
If the maximum number of messages is reached, the oldest messages will be deleted automatically.
New messages will generate a warning in the alarm system to alert the operator of viewing the message
text in the target related message list.
New Safety Message

When the AIS electronics unit receives a safety message, this is sent to the connected interface and the
New AIS Safety Message warning appears in the alarm list of the NACOS Platinum Navigation system.
By acknowledgment the warning disappears from the list 1).
The operator must open the safety message list via Tools > Target > Received Safety Message (or
RX Msg) in order to have access to all received and temporarily stored messages.
Message not yet

read
Rx Msg menu,
earlier SW
Message not yet version
acknowledged
- The list is sorted according to the receive time of the messages; the latest (newest) entry is shown
at the top of the list. The sorting sequence of the list cannot be changed.
- Any message from the same source with the same text as already received will not be stored again,
but its time marking in the list will be updated. In this way it will show up in the first line again.
Operating in the List

The width of the columns in the list can be modified if required, but none of the columns can be made
completely invisible. If the lines get longer than the width of the window, a horizontal slider will be shown
which can be used to move to invisible parts of the window.
A vertical slider is shown if the number of list entries does not fit into the window. Scroll to the top of
the list to see the newest (last received) message.
Later SW versions are without yellow triangle for not yet acknowledged messages.
Later SW versions are coming along with inverse function of the status box, if the message has been
read, the box is checked.
If a single line in the message box is selected with right-click (MORE), a sub-menu opens with entries
for selecting the corresponding target in the radar or chart presentation or for deleting this line or for
deleting all message lines.
1)
Depending on the system layout it might be necessary to acknowledge the alarm at the MKD
(Minimum Keyboard Display) of the connected AIS system as well.
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Show List of Received AIS Safety Messages Operating Instructions
10.1 Transmit AIS Safety Message
In the basic configuration the AIS

transponder can not be controlled
remotely. The transmit function
has to be performed from the
MKD (Minimum Keyboard Display)
of the transponder.
In a full navigation system the
remote line is typically activated
and the transmit function can be
performed from the TX Msg menu
as shown in the lower right
screenshot.
Rx Msg menu,
later SW version
Edit a new safety related message

and transmit it to all ships in the
AIS range or acknowledge a
received AIS safety message to
the originator as follows:
Open the Tx Msg menu under
Tools->Target->TxMsg.
First edit the text, select the
address and then click to Send.
If To Selected has been chosen
as address, the message is sent to
the originator of the safety
message, which has been selected
in the list under the Rx Msg
menu as shown above.
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RADAR FUNCTIONS
NACOS Platinum Navigation RADAR FUNCTIONS
Operating Instructions RADAR Safety
1 RADAR Safety
Pay particular attention to the notes and warnings referring to possible faults in
the radar display, since such faults can impair the detection of targets.
The radar can perform its safety function only if it is in proper state. Observe the following rules to
ensure the correct function of the radar.
- Check the radar’s transmission power and the receiver sensitivity regularly by means of the perfor-
mance monitor – see on page 292 in this volume about Checking the RADAR Functions.
- Position receivers connected to the NACOS Platinum Navigation system must comply with the stan-
dard IEC 61162-1, which largely corresponds to NMEA 0183.
- ARPA target data are depending directly on the accuracy and proper function 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 the first chapter in the volume about GENERAL FUNC-
TIONS.
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RADAR FUNCTIONS NACOS Platinum Navigation
RADAR Safety Operating Instructions
1.1 RADAR Safety – Electrical Systems
HIGH VOLTAGE!
Even when the equipment is switched off, there can be 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 several minutes or even for hours after switching off
and disconnection from the mains supply. The different electronic units of the
RADAR system may be opened by qualified, trained persons only.
If it should be necessary to work on gearboxes while they are opened, pay special
attention to the setting of the high-voltage supply switch (interlock). It is situated
inside the gearbox and switches off the high voltage of the transceiver as soon
as the cover of the gearbox is opened. BUT: For service purposes the interlock
can be set into a position that high voltage is present inside the gearbox. Refer
to the technical manual for details.
- If the units are to be disconnected from the ship's mains, keep in mind that each antenna unit, each
transceiver electronics unit and each indicator has its own supply of power from the ship's mains.
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Operating Instructions RADAR Safety
1.2 RADAR Safety – Radiation
WARNING! ELECTROMAGNETIC RADIATION!

Do not enter the radiation danger zone of the rotating antenna, and make sure
that no other person enters the danger zone. See table VIII / 1.
Before working on the antenna unit, the antenna switch on the unit must be set
to zero and the transceiver must be disconnected 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
considered dangerous; in some countries, values over 10 W/m2 are regarded as not being
completely safe. If in doubt, observe the applicable local regulations, and always ensure minimum
possible exposure.
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
Table VIII / 1Radiation Danger Zone of Radar Antennas
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RADAR Safety Operating Instructions
1.3 RADAR Safety – Mechanical Systems
TURNING DEVICES!
When the radar system is switched to ON, it is possible that, instead of the
expected antenna, a different one will begin to rotate depending on the settings
and configuration adjusted before shut-down of the radar system.
Therefore, it must be ensured beforehand that all antennas can rotate freely and
that there are no persons in the danger zones of all antennas.
Before starting work in the vicinity of a radar antenna, make sure to switch off
the man-aloft switch which is situated on the bottom side of the gearbox. Refer
to the technical manual for details.
CRUSHING HAZARD!
Gearboxes and other mechanical units of the RADAR system may be opened by
qualified, trained persons only.
DANGER OF VIOLENT PRESSURE TO HANDS AND FINGERS!

Uncovered toothed belts and wheels inside the housing.
Make sure the MAN ALOFT SWITCH is set to zero when working at the opened gear box!
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Operating Instructions RADAR Standards and Approval
2 RADAR Standards and Approval
According to the international convention for the Safety of Life at Sea (SOLAS) chapter V radar equip-
ment is classified into three categories depending of the size of the ship. The RADAR Platinum series is
approved for the highest two categories CAT 1 and CAT 2. The table below provides a summary of capa-
bilities and differences for both categories as implemented in this radar series.
Category of ship/craft
CAT 2 1) CAT 1 2)
Size of ship/craft 500 gt to <10000gt All ships/craft 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 for Platinum 22’’ TFT 26’’ TFT
Auto acquisition of targets Yes Yes
ARPA target capacity 40 40
Activated AIS target capacity 40 40
Sleeping AIS target capacity 240 240
Trial maneuver Yes Yes
1)
Earlier classified as 12" radar
2)
Earlier classified as 16" radar
Table VIII / 2Categories of RADAR
If the HSC option is installed (by configuration parameter), above categories are extended with the suffix
H as follows:
With 22” TFT monitor: CAT 2 H

With 26” TFT monitor: CAT 1 H
If the Chart Radar option is installed (by configuration parameter), above categories are extended with
the suffix C as follows:
With 22” TFT monitor: CAT 2 C, or CAT 2 HC

With 26” TFT monitor: CAT 1 C, or CAT 1 HC
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2.1
Page 248
below:
List of type approved SAM ECDIS versions and their appropriate IMO / IEC / IHO Standards
NACOS Platinum
RADAR FUNCTIONS
IEC IEC
Hardware Hardware IMO ITU-R IEC IEC Test
Software Test Standard Test Standard
Product Version Version Performance Recommen- Test Standard Standard for
Version for Digital for Digital
X-Band S-Band Standards dations for Radar Presentation
Interfaces Interfaces
RADARPILOT Platinum (for Chartradar refer to ECDIS SW List)
A.278(VIII)
RADAR Standards and Approval
NG3050 A002 NG3051 A002 A.694(17) IEC 62388 IEC 62288 IEC 61162-1 IEC 61162-2
RADARPILOT
1.0.xx.xx and GR3050 and GR3051 A.823(19) ITU-R M.1177-3 Ed 1.0 Ed 1.0 Ed 4.0 Ed 1.0
Platinum
A001 to A012 A001 to A007 MSC.191(79) (2007) (2008) (2010) (1998)
MSC192(79)
A.278(VIII)
NG3050A004 NG3051 A002 A.694(17) IEC 62388 IEC 62288 IEC 61162-1 IEC 61162-2
RADARPILOT
1.1.xx.xx and GR3050 and GR3051 A.823(19) ITU-R M.1177-3 Ed 2.0 Ed 1.0 Ed 4.0 Ed 1.0
Platinum
A040 to A053 A001 to A007 MSC.191(79) (2013) (2008) (2010) (1998)
MSC192(79)
A.278(VIII)
A.694(17) IEC 62388 IEC 62288 IEC 61162-1 IEC 61162-2
Current Standards that relate to Radar
A.823(19) ITU-R M.1177-3 Ed 2.0 Ed 1.0 Ed 4.0 Ed 1.0
(as per 2014-04-15)
MSC.191(79) (2013) (2008) (2010) (1998)
MSC192(79)
MULTIPILOT Platinum (additional Standards compared to Radar)
A.817(19)
NG3050 A002 NG3051 A002 A.820(19)
MULTIPILOT
1.0.xx.xx and GR3050 and GR3051 SN.1/Circ. 266
Platinum
A001 to A012 A001 to A007 MSC.36(63)
MSC.97(73)
Overview about HW and SW Versions
A.817(19)
NG3050A004 NG3051 A002 A.820(19)
MULTIPILOT
1.1.xx.xx and GR3050 and GR3051 SN.1/Circ. 266
Platinum
A040 to A053 A001 to A007 MSC.36(63)
opening the menu on bottom left side and clicking on About.
MSC.97(73)
A.817(19)
Current Standards that relate to A.820(19)
ECDIS & ENC Data SN.1/Circ. 266
(as per 2014-04-15) MSC.36(63)
MSC.97(73)
http://www.sam-electronics.de/dateien/navigation/broschueren/nacosplatinum.pdf.
For compatibility of your radar system with international standards please refer to the following link:
printed 01.04.16
390008807 / 19 (2016-04)
The SW version of your NACOS Platinum Navigation can be accessed from the Super Home page by
This link is updated as soon as new standards are coming up. An example valid in May 2014 is given
Operating Instructions System Overview
3 System Overview
The basic system layout is a single installation with one workstation, one sensor interface and one
scanner (one half in the below figure).
Two single systems can be arranged as a redundant installation comprising two workstations, two scan-
ners and two sensor interfaces.
This redundant arrangement is also called the IMO radar pair. It is mandatory according to SOLAS for
vessels above 10.000 tons.
The system internal wiring (interconnection) of the Ethernet LAN and other signals is shown on a basic
level. For details on a more technical level please refer to the Technical Manual.
14ft S-Band Scanner

5/8ft X-Band Scanner
Transceiver 380 V Transceiver 380 V

30 kW 25 kW
RADARPILOT RADARPILOT
Workstation Workstation
DPU DPU
Sensor input* Sensor input*
Ethernet Ring Connection
Prt Console Stbd Console
Fig. VIII / 1 IMO-Set installation
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3.1
Page 250
System Overview
14ft S-Band Scanner

RADAR FUNCTIONS
5/8ft X-Band Scanner 5/8ft X-Band Scanner
Transceiver Transceiver Transceiver

30 kW 25 kW 25 kW
AIS Transponder
Unit
Portside Wing RADARPILOT CONNING MULTIPILOT ECDISPILOT Starboard Wing

MULTIPILOT MULTIPILOT
N
W E
S
+RAD +RAD
PORT STBD PORT STBD

+RAD
PORT STBD - RAD - RAD

+RAD
- RAD PORT STBD
- RAD
Workstation Workstation Workstation Workstation

Workstation
Trackpilot
DPU Workstation DPU Voyage Data
Recorder
VDR
TP-IP
Sensor input Sensor input
Process I/O
Fig. VIII / 2 Layout with Five Workstations and Conning

Ethernet Ring Connection
Layout with Five Workstations and Conning
Automation
Engine D.
Rudder
printed 01.04.16
390008807 / 19 (2016-04)
Operating Instructions System Overview
3.2 Overview about Failure Modes and Measures
The following table gives an overview about the failure modes and the respective system status as well
as possible measures supporting maximum system availability.
Failure description Status Measure and Result
Antenna Unit (antenna, gearbox or This antenna / trans- RADAR operation with all other
transceiver) inoperable or defective ceiver cannot be selected installed Antenna Units is still avail-
by any MFD any more able
Display Electronics (MFD-PC) inoperable One of two (or more) Operate X- or S- Band radar via the
or defective radar indicators is not secondary or any other still available
available MFD
Display Monitor inoperable or defective
RADAR Keyboard inoperable or defective RADAR indicator remains Operate the MFD with on screen
available commands and Track ball only; full
operating level is available
Trackball inoperable or defective Limited basic radar operation via the
keyboard remains available
Network Switch or its power supply RADAR indicator and Operate another X- or S- Band radar
defective connected transceiver are via the secondary or any other still
not available available MFD
Sensor Interface, i.e. Data Processing All radar indicators and System automatically activates the
Unit (DPU), Data Communication Unit transceivers remain avail- secondary DPU or DCU, the main
(DCU) or its power supply defective able navigation sensors (for HDG, SOG,
POSN) remain available.
In a double installation, one of the The transceiver is not The remaining transceiver 1) can be
transceivers is inoperable or defective available set as slave on the second indicator;
picture is visible at both indicators.
In a double installation, one of the MFDs The system cannot be Both transceivers can be controlled
is inoperable or defective controlled by this MFD with the remaining MFD unit; both
any longer radar pictures can be observed sepa-
rately
In a double installation, "No RADAR The actual transceiver is Switch to the remaining transceiver
Video" alarm is shown not available 2)
In a multiple transceiver installation, The transceiver is not Remaining transceivers can be set as
one of the transceivers is inoperable or available slave on one of the other indicators,
defective picture is visible on all indicators.
In a multiple transceiver installation, The system cannot be All remaining transceivers can be
one of the MFDs is inoperable or defec- controlled by this MFD controlled with the remaining indi-
tive any longer cator electronics units, all radar
pictures can be observed separately.
1) If one of the sensor signals is missing, that navigation data are derived from one of the other sensors
as far as possible, either automatically or manually.
2) Transmission of the radar video from a connected transceiver to the MFD is monitored continuously. If
the connection to the transceiver is disturbed or completely lost, the respective alarm messages
describing the reason for the fault are given. If the refresh of the radar video is not possible, the alarm
No RADAR Video is issued; the video in the PPI is cleared and will no longer be updated.
Table VIII / 3RADAR Failure Modes
As shown in the above table in case of an installation with two or more radar systems each system is
working independently from the other one, a failure in one system does not affect the operation of the
other systems. Each system can work as stand-alone radar without changing any configuration settings.
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System Overview Operating Instructions
3.3 RADAR Malfunctions
There are a couple of possible reasons for which the RADAR cannot compute the target data correctly.
Possible alarm messages are:
1. Heading Invalid or Heading Time-out
2. Magnetron Fault
3. No Head Marker
4. No Trigger
5. No Antenna Azimuth
6. No RADAR Video
For further information regarding the alarms please refer to page 255.
-> In case that the compass system is defect, the radar goes immediately into the Head-Up mode. All
objects and operating functions for which the heading information is required, are no longer shown
or are inactive. All ARPA and AIS targets are deleted from the screen at once. If the heading sensor
failure is not corrected within 30 seconds, tracking of targets is stopped.
3.3.1 Recovery Time after Power Break-down at the Radar Scanner
If there is a power break down in the 220/380 VAC supply of the radar scanner this is normally not
affecting the workstation (MFD) because the workstation is powered from separate source.
In this case the following sequence will apply:
1. The alarm No Radar Video will appear
2. It can be acknowledged by the operator
3. The radar video is blanked
4. If power is on again, the transceiver electronics will start after about 30 sec.
5. After that the Magnetron heating-up period is started, 2 Min. for X-band, 3 Min. for S-band
6. Finally the Radar Video is coming back automatically without any further operator action as long as
the TX settings have not been changed in the meantime
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Operating Instructions The RADAR Sidebar
4 The RADAR Sidebar
The descriptions for all following chapters within the RADAR FUNCTIONS volume are applicable to all SW
versions (1.x and 2.x). Small deviations in the design may appear but will not affect the proper under-
standing.
All functions for selecting a transceiver and setting the radar video are available from the RADAR Sidebar.
This sidebar is permanently open. It provides four groups of functions as follows:
1. Radar functions like selecting and adjusting a transceiver, setting to master and long pulse
2. Radar Video functions like gain, sea and rain filter, and enhancing the video
3. PI (parallel index) Lines
4. Tool sets 1 & 2 with electronic bearing lines (EBL) and variable range markers (VRM)
The first two groups about radar are described in this RADAR FUNCTIONS volume, the last two groups
about navigation tools are described in the volume about NAVIGATION TOOLS (former DISPLAY FUNC-
TIONS AND TOOLS).
Set Gain, set Sea and

Rain Filter, Enhance
Video
Select and adjust the
transceiver, set to
In earlier SW versions master and long pulse
the Rain Filter is set in
three fixed steps,
Low, Medium, or
High as shown below
Refer to the volume

about NAVIGATION
TOOLS for PI Lines
and EBL/VRM Tool
Sets
Later SW Version
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The RADAR Sidebar Operating Instructions
4.1 Select the RADAR Transceiver
Select the Radar

Click on top line of radar group, select a transceiver (TX) from
the list, the chosen transceiver and the antenna motor are acti-
vated, if not already done by another workstation in your
system.
Rain
If No TX Selected is chosen from the list, the transceiver is slider
turned off and its antenna stops rotation (if not still selected by or 3
another workstation in your system). steps
For displaying of the transceiver status, move pointer to the

transceiver of interest, let it stay for a second, and a small
window will show the status.
A transceiver with the status Not Connected cannot be
controlled and shows a failure status if selected. An alarm is
generated as well.
Select Long Pulse
to improve target visibility at higher ranges, the long pulse
delivers stronger but less accurate echoes. If target enhance-
ment is active, the stronger echoes of the long pulse are able to
improve a weak radar picture.
Adjust
Click on Adjust in master mode to set manual or automatic tuning and interference rejection if a 2nd
radar disturbs.
Multi-Antenna Operation (optional)
If Multi-Antenna Option is installed, a group of transceivers (MX) can be selected. If one transceiver of
the group fails, the whole group is inactive, switch back to a single transceiver (TX).
Refer to page 286 for details of the multi-antenna operation.
At the instant of switch-on of the radar function, the antenna begins to rotate and the
emission of high frequency radiation is started. In the case of multiple installations, it can
also happen that, instead of the expected antenna, a different one begins to rotate. There-
fore, it must be ensured beforehand that the antennas can rotate freely and that there is
nobody present close to the antenna turning circles.
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4.2 Select the Master Workstation
If Master is selected, the workstation (MFD) in use

becomes the master operating unit for the transceiver.
The former master workstation (MFD) for the selected
transceiver is no longer master and on its screen the
check mark will disappear.
Any other RADARPILOT or MULTIPILOT of the Platinum
System located on the bridge can be switched to act as
the master (slave stations in engine room or elsewhere
might be disabled for Master mode by configuration
setting).
On the master indicator, the radar transmitter and the
receiver are operated. A slave indicator cannot operate
the transmitter, but it can control the adjustments for
displaying the radar video.
Adjust control changes state
If you try to become the master of a transceiver with the when master changes.
status Not Connected, the check mark of the Master
selector will disappear and the Adjust button will become insensitive again within 1-2 seconds.
A RADAR picture cut may occur on the slave workstation (MFD) if the radar range selected
by the master is more than one step smaller than the radar range of the slave and the
slave indicator is decentered.
Technical background: The radar picture generated by the transceiver always has twice the diameter of
the selected range of the master transceiver, in order to ensure a proper function of the off-centered
mode.
Due to the fact

that the range
of the master
is more than
one step
smaller than
the range of
the slave,
details outside
the 6 NM
(=2 x 3 NM)
range are not
visible!
Master, 3 NM Slave, 12 NM
Sketch is not to scale!
Fig. VIII / 3 Radar Picture Cut Due to Master with Smaller Range Compared to Slave
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4.3 Select the RADAR Pulse Length
Long Pulse is available for any range of the radar. The internal
pulse length changes with respect to the selected range automat-
ically.
The default setting for the pulse length should be the short pulse,
which means no check mark on Long Pulse.
The short pulse delivers a better resolution, targets which are Rain
slider
very close together will be displayed as separated echoes. or 3
A longer pulse has a higher energy, but not a higher amplitude. steps
Thus, it delivers stronger echoes and possibly a better target visi-
bility at longer ranges. But it may be possible that two targets
which are very close together would be displayed as one echo.
In general, it is advisable not to use the long pulse in rainy condi-
tions.
It is allowed to switch between the two pulse lengths at any time.
If target enhancement or any other filtering methods are active,
the stronger echoes of the long pulses are processed by the
filters and are able to improve a weak radar picture. To optimize
detection performance for the different weather conditions, the
radar provides different pulse lengths and repetition rates.
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 3)
Pulse length (µs) 0.90
PRF (Hz) 2000 1000 500
2)
Long pulse 1.00
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
Table VIII / 4Pulse Length and Repetition Rate of RADAR Pulses
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4.4 Adjusting the RADAR Transceiver
AUTO Tune
- Tuning of the transceiver is done automati-
cally. The check box AUTO Tune is set per
default.
The slider is moved automatically by the system into the
position for the optimal frequency.
If two X-Band or two S-Band systems are being operated
simultaneously, disturbance of automatic tuning might
occur. In such cases, manual tuning is appropriate:
- Select the transceiver
- Switch to 12 NM range
- Set the check box for Master mode.
- Clear the AUTO Tune check box and use the slider
to perform manual tuning.
The green indicator bar above the slider corresponds to
the amplitude of the received signal. Observe more than
one antenna rotation (5 sec) to find the maximum.
The selected transceivers Tuning and Interference Rejection can only be

adjusted by the workstation (MFD) which is selected as Master for this trans-
ceiver. If Master is not selected, the Adjust control will be insensitive.
Interference Rejection
Transmissions from other radars working in the same radio 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
center of the screen or in the opposite direction. These disturbances appear particularly clearly at the
larger range settings, but they impede radar observation to an insignificant extent only. They can be
almost completely eliminated by means of the Interference rejection function.
The default setting for Interference Rejection is On, but it can be switched off by the operator for special
radar observation.
Performance Monitor
With the performance monitor, the transmitter performance and the receiver sensitivity can be checked.
It comprises a small auxiliary antenna in the radiating region of the main antenna. The received signal
is processed and produces a "good/ bad" indication.
This check thus covers the entire RF transmitting branch including magnetron, wave-guide and antenna.
The receiver sensitivity is checked by feeding a signal directly to the receiver input providing a "good/
bad" indication again.
During the check the RADAR cannot be used for navigation!
For more details please refer to page 292.
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4.5 Setting the RADAR Gain
Gain (input amplification)

Switch off the Enhance function. Use the Gain slider, and
increase the value with the trackball until slight noise is visible
on the PPI. Then reduce the value a little until the noise has
just disappeared, but not more.
Rain
Switch on the Enhance function again and, if necessary, slider
increase the gain a little (up to 100% for a favorable sea or 3
steps
state).
-> With the Enhance function activated, the change in gain
only has an effect after several revolutions of the antenna.
-> On the keyboard, manual tuning is performed by turning

the Gain knob.
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4.6 Setting the Anti-clutter Sea Filter
The Sea Filter reduces radar echoes from objects close to the
vessel very much and echoes from more distant objects 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). Rain
slider
Nevertheless, echoes which are as strong as the unwanted or 3
reflections of the sea may be suppressed and not visible, or they steps
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.
Manual Suppression of Sea Clutter

Use the Sea slider to set the value so that the clutter caused by
a rough sea is as weak as possible but radar targets are still
clearly visible 1).
If the Enhance function is switched on, the radar requires several revolutions of the antenna in order
to adjust itself to new anti-clutter sea values. Therefore, any large adjustments should only be made
slowly (step by step).
On the keyboard, manual adjustment is performed by turning the Sea knob.
Automatic Suppression of Sea Clutter

Select the AUTO check box behind Sea.
In the case that anti-clutter 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.
-> The automatic anti-clutter sea function has the advantage that the 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 to switch over to manual operation.
1) If the Platinum workstation is connected to an old RADARPILOT 1000/1100 transceiver in the context of a retrofit,
it is important to note that the manual STC control range has been widened in comparison to old RADARPILOT
1000/1100 workstations. If the sea clutter at both workstations is compared, the Platinum workstation will show
more clutter due to a higher control range. Just increase the sea filter (about 10 to 30%) to observe the same
result as on the old workstation.
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4.7 Setting the Rain Clutter Filter
The suppression of rain clutter can be set individually.

Use the Rain Slider and increase the value with the track-
ball or in earlier SW versions select one of three levels
(Low, Medium, High), until a disturbing rain cloud
changes into a slight noise visible in the PPI. Rain
slider
This is typically the case with slight to medium rain where or 3
the slider is set to approximately 2/3 of full range. steps
In case of strong rain the full range has to be used. In this
case the Enhance filter should be switched on in addition.
The rain filter is suppressing echoes from rain droplets
which are typically appearing only once during a scan.
During the next scan they will appear at another place.
The enhance filter is using auto correlation technique to improve the detection of weak target signals.
Choose one of the values so that the boundary of the rainy area is clearly visible and the clutter in the
region behind it is as weak as possible. However, radar targets should still be clearly visible.
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.
Simultaneous Operation of Sea Clutter and Rain Clutter Filter
In case that Rain and Sea Filter 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.
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4.8 Setting the Enhance Filter
The target enhancement function is a scan-to-scan technology

that supports to distinguish between radar targets and noise. It is
used to display even very small or weak targets. It can be set to
Off or to three automatic values: Low, Medium or High.
Refer to page 258 for the correct gain setting in combination with
the activation of the Enhance function. Rain
slider
The Enhance filter combines the following filter functions: or 3
1. Adaptive STC (see also page 259) steps
2. Additional Correlative Filter

3. Target Enhancement
The filter characteristics are as follows:
Enhance Off Low Medium High
yes,
Adaptive yes, but
no no medium
STC small value
yes, longer yes, longer

yes, with time- time-
Correlation no short time- constant constant
constant than than
„LOW“ „MEDIUM“
very little,
Target small
enhance- little medium high
targets
ment just visible
Table VIII / 5Qualitative Description of Enhance Levels
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 or automatic STC (see page 259) 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 it is better to discover among the more dynamic
clutter or noise. With this enhanced target, the correlation filter can work much more precisely.
When the Enhance 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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4.9 Setting the Video Emphasis and Hiding Video or Overlay
Video Emphasis
Video Emphasis can be used to increase the visibility of targets
in the PPI. Very strong echoes will be highlighted. It can help to
decide whether an echo is resulting from one or from two partly
overlapping targets.
For example, without Video Emphasis an echo is only repre- Rain
sented by a large green spot. slider
or 3
If Video Emphasis is switched on, the green spot is displayed steps
with two smaller highlighted dots in the center resulting from two
different echoes from two different targets.
Structures on land or in rainy clouds or in sea clutter can be
made more visible by the VE function (i.e. light house at shore
or buoys in close distance to the land where the echoes would
normally melt into the land area).
- The Video Emphasis function is switched on and off by
selecting or clearing the Video Emphasis check box in the
Radar Video group.
Hiding Video / Overlay

The radar video or the superimposed synthetics overlay (i.e. charts or navigation tool lines) can be
suppressed temporarily by holding down the appropriate push buttons. As soon as the push buttons are
released, the video or the synthetic overlay are displayed again.
Example for the Video Emphasis Function

The two screenshots below are showing an example for the effect of the video emphasis. In the right
picture the target which is nearly hidden by a shore structure is clearly highlighted.
Fig. VIII / 4 Example for the Effect of Video Emphasis
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4.10 Summary of the Recommended Settings
1. Select 12 nm Range
2. Select the Transceiver and set own workstation to Master
3. Click to Adjust and check that Tune is in AUTO mode (green tune bar on maximum)
4. Check Pulse length: Long Pulse = Off (box is cleared)
5. Switch off Sea filter: Slider in left start position, AUTO box cleared)
6. Switch off Rain filter: Set to Off
7. Switch off Enhance filter: Set to Off
8. Switch off Video Emphasis: box cleared
9. Set Gain: Increase gain slider with trackball until slight noise is visible on the PPI
10. Reduce the value a little until the noise has just disappeared and no more
11. Select the Range which is actually required for the traffic scenario, i.e. 3 nm
12. In case of rain clutter set Rain filter to Low, Medium, or High, or adjust slider correspondingly
(latest SW version) until rain cloud just disappears except of contour line
13. In case of sea clutter adjust sea filter manually so that sea clutter just disappears but targets are
still visible (in difficult scenarios try AUTO adjustment, see page 259 as well) 1)
14. Set the Enhance filter to Low so that small echoes are enlarged, wait a few seconds, and if neces-
sary increase Gain slowly until targets are clearly visible. In difficult scenarios try Medium, or High.
15. If required switch on Video Emphasis to separate objects which are close together and melted to
one spot
Points 2) to 4) are transceiver related and if they have been passed once for a certain transceiver and
not changed, there is no need to repeat these for a second or further workstation.
The second or further workstation can be set in Slave mode (=Master not activated) as well.
1)
If the Platinum workstation is connected to an old RADARPILOT 1000/1100 transceiver in the context of a retrofit,
it is important to note that the manual STC control range has been widened in comparison to old RADARPILOT
1000/1100 workstations. If the sea clutter at both workstations is compared, the Platinum workstation will show
more clutter due to a higher control range. Just increase the sea filter (about 10 to 30%) to observe the same
result as on the old workstation.
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The RADAR Keyboard Operating Instructions
5 The RADAR Keyboard
Several RADAR functions can be operated as well from the radar keyboard installed optionally in the left
part of the operating console.
RADAR Video Alarm management

(see page 258 and (see page 263)
following)
Display Bright- Stepwise

ness (see page RADAR Range Setting (see
150) page 158)
Suppression of Relative/True Setting

(see page 161)
Video and
Overlay
Centering/ Off-
Centering the Own
Ship
Operation of EBL, VRM and PI Lines

(see page 166 and following)
Fig. VIII / 5 The RADAR Keyboard
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Operating Instructions The RADAR Application Area
6 The RADAR Application Area
As shown in one of the previous volumes about GENERAL FUNCTIONS the monitor screen is divided into
a left part with permanent sidebars for navigation, display functions and also radar functions and a right
part for the applications. The RADAR application is shown below. It comprises the Pan and Zoom control
in the top left corner, and the RADAR PPI with bearing scale.
Several operating functions are available by context menus, either by a right mouse click (MORE) into
the PPI area or by selecting first an object (target, symbol) and then right click to this target.
Parallel index line
Heading
Pointer with line
Pan and position infor-
Zoom Control Bearing scale mation
Guard- /
Aquisition
Zone
Stern
line
RADAR video, EBL1/VRM1, Vector, Parallel index lines

with emphasis centered bottom track
and superim- and look-ahead
posed AIS target sector EBL2/VRM2, de-centered
symbol
Fig. VIII / 6 PPI with Superimposed Elements
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The RADAR Application Area Operating Instructions
6.1 The Pan and Zoom Control
The pan and zoom control in the NACOS Platinum Navigation consists of a slider to adjust the range
setting. The compass control consists of pan buttons, which can be used to move the image section
currently displayed.
Compass control
with 4 pan arrows
Zoom in
Slider to adjust zoom

factor
Zoom out
Fig. VIII / 7 Zoom and Pan Control
To zoom in incrementally, click on , you will then see the next smaller range. To zoom out again, click
on the . You will then see the next larger range.
Using the slider switches the range for radar correspondingly.
To pan the display, use the panning arrows of the compass control. For example, if you click on then
the display moves to the right in increments to view a different image section.
To center the display, e.g. after panning, just click on the icon once.
-> It is also possible to off-center and re-center the ship by means of
the context menu or by means of the button on the radar CENT
keyboard.
or
Due to the fact that the bearing scale relates to the position of the
CCRP in the PPI, the division of the bearing scale is altered in a way
that the scale still fits to the de-centered position of the CCRP.
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Operating Instructions The RADAR Application Area
6.2 Presentation of Vessel Outline in Small Ranges
In the case that a very large ship uses a very small scale for the display (e.g. 250m) it might happen
that parts of the ship´s outline are situated outside of the PPI. But neither the CCRP nor the indication
of the position of the selected radar antenna itself can ever leave the PPI, regardless of the settings for
CCRP.
Origin of the
bearing scale
Before either the CCRP or the indication of the

position of the selected radar antenna will leave
the PPI, they will be shifted back to the oppo-
site point where they are supposed to leave
according to the ship´s movement at the time
when the CCRP/the antenna indication have
reached 70% of the radius of the PPI,
measured from the center.
Indication of the position of CCRP

the selected radar antenna
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The RADAR Application Area Operating Instructions
6.3 Context Menus
Context Menus in the Application Area

Context menus are available in the Application Area. Details of the menus are described in the subse-
quent chapters. This chapter shall give an overview about the entire context related functionality.
By a DO or a MORE click into the application area a context menu is opened which contains all possible
user actions at the current click position.
Context Menus with DO

If more than one object is found, the context menu opens and the operator must select the operation
which he wants to access.
Examples:
- Waypoint 9 / Leg 009-010 / PI3:
The waypoint symbol, the leg behind waypoint 9 or the Parallel Index Line 3 can be selected.
Context Menus with MORE

The MORE click into the application area presents a predefined selection of functions.
Target Add Synth

Off-Center Cancel all
Layer
Radar Video
Clear Trails
ENC Chart
Chart Information
Nav. Tools
Create LOP
Scales
Reset PI Lines Set
Targets
Rulers Reset
Routes
Man Overboard
User Symbols
Own Ship
Anchor watch
Curved HL
Man Overboard
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Operating Instructions RADAR Specific Target Handling
7 RADAR Specific Target Handling
The handling of AIS and ARPA targets on ECDIS has already been covered by the volume TARGET
HANDLING (former DISPLAY FUNCTIONS AND TOOLS).
Please refer to that volume for:
• Dangerous Target Settings
• Acquisition and Guard Zone Settings
• Target Fusion
• ARPA and AIS Target Handling and Target List
Some specific functions only available on RADAR are covered in the following section.
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RADAR Specific Target Handling Operating Instructions
7.1 ARPA Targets
Two types of targets can be handled on the NACOS Platinum Navigation, ARPA targets and AIS targets.
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 MFD. The two sensors
deliver data independently, the data of both sensors are used for the collision avoidance computation,
which takes place in the background of all actions. It can raise alarms, for instance if objects are on
collision course.
☞ A radar echo that is supposed to be taken in account is called an acquired target.
☞ An AIS target that is supposed to be taken in account is called an activated target.
Targets can be acquired/activated manually using the GUI or automatically by the system.
ARPA targets are acquired or tracked radar echoes received from the selected transceiver. They can be
tracked from a distance near 0 NM depending on antenna height and the target´s ship structure up to
24 NM irrespective of the range scale in use. Before a radar echo can be used as ARPA target, its echo
is evaluated by the ARPA electronics during a number of antenna revolutions. ARPA targets can be of
the following kind:
ARPA targets
A radar echo on the PPI. It is displayed as a green bunch of pixels
A radar echo that has been acquired manually and that is under evalu-
ation now
A radar echo that has been acquired automatically by the examination

of the radar video in an acquisition/guard zone. flashing,
red
An acquired target that is tracked by the ARPA electronics. Its past posi-
tions and speed/direction vector can be shown
A tracked target, which is selected and whose data are marked in the
target list
ARPA targets may have an ID 1) displayed on the bottom right of the

symbol. The ID consist of a consecutive number generated by the
system preceded by the selected transceiver number. 1 04
Lost Target. If any of the above mentioned targets gets lost, a flashing flashing,
cross is superimposed above the target symbol. red
1 04
1) ID is used as a short-cut for (target) identifier in these operating instructions.
Table VIII / 6 Symbols of ARPA Targets in RADAR
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7.2 AIS Targets
AIS targets are all targets whose data are received by the AIS electronics unit connected to the system.
All AIS targets are visible per default after switch-on of the MFD.
☞ The display of groups of AIS targets (Class A, Class B, All) may be switched on and off by the oper-
ator. Select All if you want to see all targets received from the AIS electronics unit.
AIS targets can be of the following kind:
AIS targets
A sleeping AIS target is a target that is displayed in the PPI. Its data
are evaluated and can be shown on demand.
A manually activated AIS target is displayed with detailed data such as

HDG, true scaled outline (if available in the received data set and the
PPI scale is large enough), ROT indicator, past positions and speed/
direction vector can be shown
An automatically activated target by the collision avoidance computation flashing,

or by a acquisition/guard zone red
An activated AIS target, which is selected and whose data are marked
in the target list
AIS targets may have an ID displayed on the bottom right of the

symbol. The ID consists of the call-sign or the ships name or the MMSI
depending on the settings in the target presentation menu.
BXGHE MS Hamburg
Lost Target. If any of the above mentioned targets gets lost, a flashing flashing,
cross is superimposed above the target symbol.
For AIS targets the lost target alarm can be switched off in the Target red
settings.
Table VIII / 7 Symbols of AIS Targets
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7.3 Target Fusion
Due to the fact that an AIS target within the radar range normally also produces a
radar echo, the symbols of tracked and activated targets are displayed close to each
other:
In this case, it is possible to decide whether the object is to be treated as an AIS
target or as an ARPA target. In terms of an improved display readability and avoidance
of cluttering the screen, the objects can be merged if they meet some boundary condi-
tions. That means, that they can be displayed only as either AIS or as ARPA target
depending on user selection. See page 125 for details on Target Fusion.
☞ 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 (RADAR) or deacti-
vated (AIS).
☞ In the case of tracked targets entering a clutter area (rain or sea clutter), a "target swap" might
occur; parts of the rain front can suddenly be "tracked". A target swap can also occur if there are
targets situated close to each other or close to land. In the case of target swaps, no warning is
given.
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7.4 Manual Target Acquisition
Acquiring a target with DO

Move the pointer on top of the desired object. The pointer then becomes a hand or a gun site
symbol . This depends on the object underneath the pointer:
Pointer becomes
a hand a gun sight
not clearly identifiable, it could be an clearly identifiable, it is a single AIS
Object is AIS target or a radar echo target or a single radar echo
the object is an AIS target with no
radar echo (transceiver off or bad
AIS target and radar echo appear on
reason radar conditions) or the object is a
the same position or are fusioned radar echo that carries no AIS
indication after AIS target acti- radar echo with

click with DO vated activated ARPA
function
make the choice...

AIS target acti- radar echo with
vated activated ARPA
function
Table VIII / 8 Manual Target Acquisition
Acquiring/Deleting a target with MORE

Clicking on the target symbol with MORE opens the context
menu. Choose Target and select
- Deselect in order to stop the accentuation of this
target in the target list.
☞ It is not neccessary to Deselect a target before
another target can be selected, in fact it is possible to
change the selection of targets by just clicking them
with DO.
- Cancel ARPA to stop tracking the object as ARPA

target
- Cancel AIS to stop tracking the object as AIS target, making it a sleeping target
- Cancel All to stop tracking for all targets, all activated AIS targets become sleeping targets
- Acquire ARPA to force a radar echo to be tracked as ARPA target
- Reverse Fusion to make a fusioned target that is handled as AIS target become an ARPA target
and vice-versa
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7.5 Reference Target Tracking
If at least one fixed ARPA target 1) is selected as a reference target, the radar can determine the 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 REF TGT Speed
in the COG/SOG sensor selection menu. It is recommended to use more than one target for own course
and speed calculation in order to create as stable values as possible.
The resultant course and speed is calculated by averaging the relative speed data evaluated from all
selected reference targets.
Selecting a reference target:

Click on the fixed ARPA target with the MORE key, and then click
on REF Target On/Off (with the DO key) in the context menu.
The first reference target is given an R1 as its target label. If
there is more than one reference target defined, all reference
targets are given an independent sequential number in addition
to the letter R as prefix.
Cancelling the selection: Click on the reference target with

the MORE key, and then click on REF Target On/Off (with the
DO key) in the context menu.
☞ 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 it is never used for calcu-
lation of relative course and speed of AIS targets (according
to the IMO rules) 2).
☞ The loss of a tracked reference target triggers the Lost

Target alarm.
If the last reference target is lost, a new speed sensor must be selected.
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.
During reference target tracking, it shall be checked repeatedly if the selected reference
targets are still displayed as fixed targets. Loss of a tracked reference target may reduce
the accuracy of the evaluated own speed and course, whereby the true data of other
tracked targets may be deteriorated.
1) A fixed target is a tracked radar echo of a fixed object like a buoy, a light house, a landmark etc. In the true
vector mode, it shows no or a very short vector. If a moving target is selected by mistake, the own speed deter-
mined will be incorrect. To ensure accurate determination of speed, several fixed targets should be selected as
references. AIS targets cannot be selected as reference targets.
2)
As long as REF TGT Speed is selected as COG/SOG input, the display of relative target data for AIS-targets is
omitted.
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Operating Instructions ARPA Training
8 ARPA Training
The ARPA Training can be activated from the Super Home page.
Click to the corresponding button.
It can be used to check certain transceiver functions and to train
basic radar operating procedures like target acquisition.
Beforehand, it must be ensured that a transceiver is selected for
use and at least in Stand By mode.
The radar picture is complemented with a spoke-pattern with arti-
ficial radar echoes.
These echoes can be acquired manually for ARPA tracking.
When the acquisition / guard zone is placed over one or more
targets, automatic acquisition takes place together with the associ-
ated symbols and alarms. The targets must be tracked automati-
cally.
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.
It can be observed whether the
tracking works correctly. Further-
more, the user can observe the
target graphics and display of the
ARPA data in the appropriate display
windows and make himself familiar
with this function.
To turn off the ARPA Training
facility, navigate to the Super
Home page again and click on
RADAR Monitoring.
The depiction S indicates that this is a simulated picture.
As long as the ARPA Training facility is in use, the radar picture will not show echoes
received by the appropriate transceiver.
All displayed echoes are artificial. For safety, make sure to keep an eye on another acti-
vated transceiver while using ARPA Training.
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Chart Radar Mode (optional) Operating Instructions
9 Chart Radar Mode (optional)
If in addition to the
RADARPILOT Platinum
application the
ECDISPILOT Platinum
application is installed
on your system, you
have a MULTIPILOT
and that can be oper-
ated in Chart Radar
mode.
In this case the drop-down menu in the Charts group of the Navigation Sidebar is selectable.
Select ENC in order to switch on the ECDIS chart in the background of the radar PPI. Select Off if you
want to switch off the chart presentation permanently.
The operating of all the radar functions in the Radar Sidebar remains as it used to be in RADAR Mode.
Also the tabs in the Display Functions and Tools Sidebar remain as they used to be.
Under the tab Presentation the new tab Chart is displayed and can be opened with the Display menu
for setting of the chart display category and the Depth menu for setting of the safety depth and safety
contour.
Under the tab Alarms the new tab ECDIS Alerts appears and can be opened for activating i.e. the
safety contour alarm etc.
- If the Chart Radar option is installed, the SOLAS category of the radar system is extended with the
suffix C as follows:
With 22” TFT monitor: CAT 2 C
With 26” TFT monitor: CAT 1 C
In the following chapters the chart functions specific for RADAR are introduced.
More general chart functions can be found in the volume about CHART FUNCTIONS.
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Operating Instructions Chart Radar Mode (optional)
9.1 Selection of Charts and Hiding of the Chart Background
The drop-down menu in the Charts group of the permanent area provides access to the different charts
that are installed with your ECDISPILOT application.
Only vector charts are permitted for chart radar operation and only these are selectable from the RADAR
menus. Raster charts (RNC) can not be used.
Temporary Hiding of the Chart Background

If ENC is set and the chart
presentation shall be hidden
just for a few seconds in order
to identify details of the radar
image, just press Hide
Overlay in the RADAR Video
group.
The result is an empty screen
except for the pure radar
video.
Selection of the ECDIS No Data Pattern

If ENC is set and there are no ECDIS data at the actual position, former SW versions will show a radar
dark background.
Later SW versions starting from Platinum 1.1.x.x come along with an additional select box for either
ECDIS No Data Pattern or the Radar Dark Background. The select box is active only if ENC is set.
RADAR Dark Background
ECDIS No-Data Pattern
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9.2 Reference, Range Scale and Matching of Chart with RADAR
Reference
In Chart Radar mode the same reference system for own ship’s position, speed, heading, time, etc. is
used as in RADAR mode.
The common reference point is called Consistent Common Reference Point (CCRP).
It can be selected from the drop down menu REF in the Display group of the Navigation Sidebar (select
Conning which is the default, or Radar, or Tracking).
For Route Monitoring against ECDIS objects and user objects the track control reference point which is
typically at the bow of the vessel is used. This point is also called the system position. The guard sector
(also called look-ahead sector) starts from there.
Range Scale and Modes

In Chart Radar mode the same range scale as in RADAR mode from 250 m to 96 nm is applied. The
larger scales of an ECDIS with up to 800 nm are not available.
The Chart Radar mode is providing the same orientation as in RADAR mode with North Up, Head Up,
and Course Up.
Further-on it provides also the same screen stabilization with True and REL Motion. The Browse mode
which can be found in ECDIS for planning tasks is not available.
Matching the Chart with the RADAR Presentation

If the chart overlay (which is in reality an underlay because the most important RADAR is on top) is not
matching the radar PPI, the user may adjust the position data of the position fixing device. This function
is available from the Navigation Sidebar in the Position WGS84 group.
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9.3 Selecting the Display Group or a Category of Groups
Chart symbols, areas, lines and labels (collectively called chart objects in the following) are individually
stored electronically in a separate data base and are displayed in the vector chart.
Object classes (complete sets of similar objects) are grouped into display groups; for example, the
object class Restricted Areas together with the object class Military Practice Areas and other similar
object classes are grouped together in the display group Cautionary Areas.
An appropriate and, at the same time, uncluttered display can be achieved by selecting only those display
groups which are required for the actual nautical task.
Furthermore, for a number of objects (e.g. buoys), there is a choice between two symbol presentations
(plain and symbolized).
In addition the number of text labels displayed can be influenced.
IMO has defined three pre-defined categories for the selection of display groups that are to be shown:
- Display Base: Consists of the display groups which, as a minimum requirement, definitely have to
be displayed. They can not be influenced by the user and they are shown all the time. They are
normally not sufficient for safe navigation (only coast lines and obstacles).
- Display Standard: Contains the display groups which are normally necessary for voyage planning
and voyage monitoring (all standard display groups as shown below)
- Display All: Contains above two categories and all other display groups which are available in the
electronic chart
For the Chart Radar one further category is defined in the IEC 62388 test standard:
- Display Primary: The Primary Chart Information Set covers the display base plus fixed and
floating aids to navigation (buoys and beacons, details on following page).
SAM Electronics finally has added a category named Customized. In this category, all settings can be
made individually.
Please refer to the volume about CHART FUNCTIONS for more details on the categories (volume included
in MULTIPILOT Manual).
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9.4 Chart Radar Application Area
The screenshot below shows the Chart Radar in Head-up mode.
Scale Slider
Acquisition/Guard Heading line and
Zone 1 and 2 look-ahead sector
Route
EBL2/
VRM2,
decen-
tered
Plot
AIS/
RADAR
target
with
video
emphasis
EBL1/VRM1, centered
Fig. VIII / 8 Chart Radar Application Area with superimposed elements
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9.5 Application Area Context Menu
A click with the MORE key in the application

area opens the context menu. The available
chart specific functions are as follows:
- Select Layer to set the brightness and
visibility of the various layers forming the
complete display (see screenshot beside).
For the Chart Radar especially the bright-
ness of the Chart information is important
and can be set.
- Chart Information. In this window,
information about different characteristics
of the chart database and the chart cells
can be displayed. For details please refer
to the volume about CHART FUNCTIONS.
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9.6 Presentation of Depth Colors in the Chart
On the chart overlay for RADAR the colors indicate the depth as adjusted in the dialogue box shown
below, from brown (land) to blue (shallow), grey (navigable) and black (deep).
The four different depth settings can be

adjusted by dragging the sliders on the
depths bar.
Shallow contour
Set the transparent Safety Depth Slider

to display spot soundings below Safety
Depth more prominently.
Set the filled Safety Contour Slider for

the depth alarm.
Deep Contour.
Note:
The colors defined in this chapter are based on the ECDIS color schemes "Dusk" and "Night" so that the
radar video and the target graphics are not obscured. After a restart of the system all depth contour
values are set in the same way they have been set before.
Shallow Water settings

Non-navigable areas of vector charts can be marked by means of a pattern, particular dangers within
non-navigable areas can be accentuated.
Pattern
Non-navigable areas (shallow water) can be displayed criss-crossed if
this option is checked.
Danger
The display of the isolated danger symbols which are situated in shallow
water can be switched on and off here. Those symbols are only
displayed if the display category is set to Standard at least.
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9.7 Main Differences between Chart Radar and ECDIS Mode
The ECDIS application can be operated in Chart Radar or in ECDIS mode. The main differences between
the two modes can be summarized as follows:
Function ECDIS Mode Chart Radar Mode

Overview
(the two
screenshots
show exactly
the same posi-
tion of own
vessel and the
same bright-
ness settings)
The chart is presented in a full rectangle The chart is presented in the radar PPI
Planning With the Browse function any position in the No Browse function selectable, the own ship
worldwide chart can be shown in the center remains always visible within the PPI, no
planning
Presentation The ECDIS color set according to IHO S-52 The radar video is always in the foreground,
of radar video presentation library appendix 2 is used with the ECDIS is presented as an underlay
and chart color sets for day, dusk, and night. The radar providing a dark background for radar video
video is in the background and superseded by (colors are closely aligned to ECDIS dusk and
any ECDIS symbols night color tables)
Presentation An area with no-chart data The no-data area is shown
of no-chart of any kind is marked with as the radar background,
data areas the “no data” symbol here in black. Later SW
defined in the IHO S-52 versions are fitted with a
presentation library
appendix 2/3.2.3(14) select box for either no data
pattern or dark radar back-
ground.
Operating of Operating of radar TX functions possible from Operating of radar TX func-
radar SW version 2.x onwards, access via Settings tions possible, corresponding
menu side bar is available
Operating of LOP, EBL, &VRM and PI lines are available EBL, VRM and PI lines are available from the
navigation from ->Tools ->NAV tab, or from SW version radar function side bar in the permanent area,
tools 2.x onwards via Tools Bar LOP from ->Tools ->NAV tab or Tools Bar
Display object Can be displayed per category: Base, Stan- Same as ECDIS plus Primary category; Select
groups dard, All and Customized. The last one Primary to set the Primary Chart Info Set (IEC
provides individual selection of groups. 62388)
Display ECDIS ECDIS Chart1 is a tab that can be opened in No comparable function available, the symbol
Symbol Library the application area, shows a legend of legend would cover the radar presentation,
Chart1 symbols used not permitted
Table VIII / 9Differences between Chart Radar and ECDIS Mode
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9.8 Priority of Layers in Chart Radar Mode
The table on the next page is presenting the most important layers and the related priority shown for
Chart Radar mode. The arrangement of layers is shown from top to bottom.
All common functions as listed earlier and the layers as listed in the previous table are integrated to a
complete application for RADAR or for ECDIS.
If the two applications RADAR or ECDIS are combined on a single workstation to build-up a chart radar
or MULTIPILOT only those functions are added, which are not already available with the first application.
Each of the functions as listed above is only started once on a workstation. But depending on the actual
configuration it may have a slightly different appearance. Differences are listed i.e. at the end of the
Chart Radar chapter.
The arrangement for the MULTIPILOT with ECDIS is slightly different. The priority of the radar video is
changed in favour of the chart objects. The radar video layer is shifted down and placed in between basic
chart areas and chart objects acc. to IEC 61174. The dusk and night color sets used for the chart areas
are extended to the full daylight color set. All other functions are the same.
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Objects and Priority

Data Source Function Controls Presentation Layer (for chart radar)
Own Ship (on top),
with head-marker, vector and
trails, AIS and ARPA targets
From navigation sensors

none Navigation Tools,
comprising EBL, VRM and LOP
RADAR Video,
raw video as received from
antenna unit, sea and rain
filtered as selected by the user
Chart Objects
buoys, beacons, traffic separa-
tion, text labels, dangerous
zones, coastlines, planned
route
User symbols,
user defined buoys, beacons,
lines and areas
Basic Chart Area,

land, water, depth lines
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Multi-Antenna Operation (optional) Operating Instructions
10 Multi-Antenna Operation (optional)
The RADARPILOT Platinum can be upgraded with the option for MULTI-ANTENNA OPERATION.
This option is relevant if the antennas on a certain ship are not covering a full 360 degree sector due to
high superstructures interrupting the radar beam.
In that case the radar signals of up to four antennas either for X-Band or for S-Band distributed over the
vessel can be combined such that they are displayed together in one PPI. A typical configuration is the
combination of a bow radar and stern radar antenna.
Preparation during System Commissioning

Up to four antennas, each with their corresponding transceiver, and
covering together the required full sector are configured during commis-
sioning of the RADAR as a group. For each antenna the free sector is
entered. One antenna is defined as the main. The others follow one after
the other. During operation this group can be selected by the user like
any of the single antennas.
The merging algorithm is as follows:

The radar signal of the main antenna is displayed first with its full sector
as defined in the configuration (here bow antenna).
The remaining sector is filled up with the signal of the next antenna as
far as available (here stern antenna).
If the stern antenna is covering a wider part of the remaining sector, the
information from the stern antenna, which is overlapping with the bow
antenna, is discarded.
This procedure can be continued with further antennas up to four in
total. Again the overlapping information is discarded.
The purpose of combining the signals of two or more antennas is to
provide radar coverage over two sectors, but not to improve the perfor-
mance by dual radar coverage of a common sector.
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Operating Instructions Multi-Antenna Operation (optional)
10.1 Transceiver Group and Master-Slave Selection
Transceiver Group Selection

From the drop-down list select the transceiver group which shall
be displayed on the MFD. The group is indicated by the letters
MX (Multi- Transceivers) in front instead of TX (Single-Trans-
ceiver) and a suitable group name (here Bow Stern) which has
been edited during system commissioning. The chosen trans-
ceivers and antenna motors are activated, if not yet done by
another MFD.
If No TX Selected is chosen, the appropriate transceivers are turned off and the respective antennas
are stopping rotation, if they are not selected by another MFD.
In order to have the current status of all the transceivers in the group, move the pointer to the depiction
of that transceiver group and let it stay for about one second, a small window pops up and shows the
information for all transceivers in the group.
If the selected group contains a transceiver which is actually not available i.e. due to malfunction, the
whole group cannot be activated or controlled in any way. In that case the single transceivers have to
be used.
Master Slave Selection

The Master-Slave function for a group of antennas is operated in the same way as for a single antenna.
Refer to page 255 for details. The only difference is that in Master mode the Adjust button is not active
because adjusting of a transceiver is only possible for a single transceiver and not for a transceiver
group.
If Master is selected, the actual MFD becomes the master oper-

ating unit for all transceivers in this group. The master status is
indicated as shown on the right screenshot. The former master
MFDs for each of the selected transceivers are no longer master
and on their screens the check mark will disappear.
In Slave mode picture distortions may occur if the radar range of a certain transceiver in
the group which has been selected by another master MFD is more than one step smaller
than the radar range of the slave and the slave indicator is de-centered. Refer to page 255
for details.
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10.2 RADAR Video Settings and Reference Position
Video Settings
The options for gain control, anti-clutter sea and rain control,
and video enhancing are influencing only the display of the
radar video on the operated MFD. They are affecting all sectors
of the radar PPI in parallel. They are not influencing any other
MFDs which are connected to the same transceivers as slave or
master.
Setting the Reference Position

The selection of the Reference Position is limited to
the CCRP position (which is typically the position in
front of the Conning display) during Multi-Antenna
operation. If another reference position like one of
the radars or Track is selected, the indication falls
back to CCRP.
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Operating Instructions Multi-Antenna Operation (optional)
10.3 Dead Zones and Target Handling between Antennas
Dead Zones
A configuration with one bow and one stern antenna, covering
together a full 360 degree sector, and merged into one group may
have two remaining small dead zones next to the own ship. The size
is in the range of the ship dimensions.
This effect is due to the distance between the two antennas and can
be reduced by optimal placement. The two dead zones are indicated
in the PPI by grey areas as shown in the picture.
Target Handling between Antennas

If a target, which has been acquired automatically or manually, is leaving one antenna sector and
entering another one, it is handed over to the tracking process of the new antenna. In the target list the
source indication changes i.e. from TX 1 to TX 2.
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10.4 Example for Multi-Antenna Operation
The following screenshot shows an example of a Multi-Antenna Operation with one antenna at the bow
and one antenna at the stern. The two antenna sectors are overlapping smoothly. Borders between the
sectors are not visualized.
Fig. VIII / 9 Example for Multi-Antenna Operation Radar Video 1)
1) Later SW versions are coming along with a slightly different design in the tab area
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Operating Instructions Radar for HSC Operation (optional)
11 Radar for HSC Operation (optional)
For HSC (high speed craft) operation the antenna revolution rate can be doubled resulting in a higher
radar video update rate 1).
Switching-over is achieved by checking the HSC box. This box is
visible only if the selected transceiver is capable of doubled antenna
revolution rate.
1) If the appropriate antenna gearbox is installed.
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Checking the RADAR Function Operating Instructions
12 Checking the RADAR Function
Overview
On user level the NACOS Platinum Navigation is providing two important checks for the correct RADAR
function. The first one is the check of the magnetron hours which can be done quickly during the selec-
tion of the transceiver. The second one is a test with the performance monitor which will take a minute
or more. Further steps like adjusting the head-marker are accessible from a service menu which is
protected by password. Please refer to the Technical Manual of the Platinum system.
Magnetron Hours
The transmitting valve or magnetron is the only
device which has in comparison to other elec-
tronic devices in the radar system a limited life-
time.
In order to check the actual operational hours of
a specific magnetron just place the cursor on
the transceiver in question in the selection list
and a small status window is opened with the
magnetron hours.
Radar Video Time-out

If a transceiver is selected from the list, which is currently not
available, i.e. is warming up, or data connection is missing, or
power break down occurred, the radar video time-out alarm is
given.
It shows a red alarm symbol next to the transceiver entry.
Move the pointer to the alarm symbol to open a tool-tip with the
status message.
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Operating Instructions Checking the RADAR Function
12.1 Performance Monitor
Background
The performance monitor provides the operator with a simple go/no-go tool to check the transmitter
performance as well as the receiver sensitivity in one step. It comprises a small test oscillator and a
microwave diode with amplifier. Both modules are installed under a hole in the gearbox. The hole is
hermetically sealed with a transparent plastic cover.
The diode receives the radar pulse which is transmitted by the magnetron via wave-guide and scanner
into the air. The received signal is amplified and gives an indication about the function of the complete
transmitter path.
The test oscillator transmits a pulse at about 1 msec after the main pulse. This pulse lies outside the
display space and is not visible in the radar image. It simulates a target being far away. This signal is
picked up by the scanner and gives an indication of the proper function of the complete receiving path.
Test
The performance of the selected transceiver can only be
tested by the MFD which is selected as Master for it. If
Master is not selected, or the selected transceiver is not
available, the Adjust control will be insensitive.
Click the Transceiver Adjust control, the corre-
sponding sub-menu will open. Check the control for
Performance Monitor. Wait for a minute, the result
will be shown as follows:
- If the sum of both indications from TX and RX path
together is Ok, the test is shown with an Ok in the
Transceiver Adjust box.
- If the sum of both indications from TX and RX path
is degraded by more than 10 dB, the test is shown
with a Reduced result.
Switch off the performance monitor by closing the
Transmitter Adjust box.
During the test, the radar is fixed to 12 nm and cannot be switched to another range or
setting. Do not start the performance test with a cold transceiver, wait 30 min after
switching-on. The test result could be disturbed by heavy snowfall or rain, shading the hole
in the gearbox. The test result could also be disturbed by other transceivers on-board.
They should be switched off.
If "Most Critical" is shown as the result, this means that the performance quality
of the radar system is no longer adequate for safe radar operation. Request
service!
☞ If the test shows that the magnetron has reached the end of its useful life, the toothed belts in the gear box
shall be checked and must be exchanged as well during the necessary service work.
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Setting and Evaluation of the RADAR Video Operating Instructions
13 Setting and Evaluation of the RADAR Video
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 continuously 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
Table VIII / 10Scheme of RADAR Video Evaluation
Amplitudes are influenced for example by the Gain and Sea settings, correlation is done amongst others
by the Enhance functions.
In the following, the different filters, their basic techniques and advantages or limitations are described
in the sequence they appear in the RADAR Sidebar.
her 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.
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Operating Instructions Setting and Evaluation of the RADAR Video
13.1 RADAR Accuracy
Background
The correct measurement of a target position by radar is determined by the bearing and range accuracy
of the radar system. Both parameters are depending on physics, on installation, and on the ability of the
user to read accurate values from the screen.
As far as the physics is concerned, the accuracy of bearing measurement basically depends on the
narrowness of the radar beam. The radar beam for X-band has a horizontal beam width of 1.5° with the
5 foot antenna and 0.95° with 8 foot antenna. For S-band the corresponding value is 1.8° with 14 foot
antenna. These values describe the 3 dB corners on each side of the beam, where the transmitted power
is half of the center value. Experience shows, that typically at sea these values are doubled. So the prac-
tical beam width of an 8 foot X-band antenna is about 2°. It provides an echo with a size of:
-> 6 nm x sin 2° = 387 m
Further on physics is involved with range measurement. It depends on the pulse rate and length which
are determined by the user selected range. To minimize error when measuring the range of a target, put
the target echo at an outer position on the screen by selecting a suitable range.
In terms of installation the bearing is usually taken relative to the ship's heading, and thus, proper
adjustment of the heading line at installation is an important factor in ensuring bearing accuracy.
Finally the user aspect has to be considered. To minimize error when taking the bearing of a target from
screen, put the target echo at an outer position on the screen by selecting again a suitable range.
Results
According to IMO (MSC.192/5.2) the radar system range and bearing accuracy shall be as follows:
• "Range: within 30 m or 1 % of the range scale in use, whichever is greater;
• "Bearing: within 1°
in typical operational and environmental conditions.
A well adjusted 1) RADARPILOT Platinum is exceeding these requirements as follows:
• "Range: within 15 m or 0.3 % of the range scale in use, whichever is greater;
• "Bearing: within 0.5°
in typical operational and environmental conditions.
1) in terms of trigger delay and heading line adjustment
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13.2 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.
Theoretically Achievable RADAR Range

Antenna Height at a Target Height of
Above Water Surface 1000
1m 3m 10 m 30 m 100 m 300 m 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
Table VIII / 11Achievable RADAR Range
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 e , 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.
- 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 fluc-
tuate extremely severely, depending on the existing aspect.
- The detection of low-lying blocks of ice (growlers) probably presents the greatest uncertainty:
Even if the anti-clutter facilities are operated carefully, the echoes from growlers can no
longer be definitely identified if moderate disturbances from the sea surface are present.
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13.3 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 Enhance 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 Long Pulse thus generates larger radial distortions than Short Pulse.
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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
Fig. VIII / 10Radial and azimuthal distortions of the radar video
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13.4 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,
- super-refraction and sub-refraction.
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).
The following table describes the influences of rain and the influences on the radar:
S-Band, S-Band; X-Band, X-Band,

Reduction of target detection short pulse long pulse short pulse long pulse
Rain, 4mm/h, close range < 5nm Slightly Severely Slightly Severely
Rain, 4mm/h, medium range Nearly none Up to half Slightly Severely
Rain, 4mm/h, long range > 10nm Nearly none Slightly Slightly Severely
Rain, 16mm/h, close range < 5nm Slightly Severely Up to half Severely
Rain, 16mm/h, medium range Nearly none Severely Up to half Severely
Rain, 16mm/h, long range > 10nm Nearly none Severely Up to half Up to half
Table VIII / 12Influences of Meteorological Processes
In general, it is advisable not to use long pulse in rainy conditions and it is better to use the S-band
radar rather than the X-band. If no S-band radar is available, it must be considered that X-band radars
lose 50% of their coverage in heavy rains.
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13.5 Reduced Range by Rain in X-Band
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.
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.
Fig. VIII / 11Reduced Range of First Detection depending on Rain in X-Band
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13.6 Reduced Range by Rain in S-Band
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
behavior 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.
Fig. VIII / 12Reduced Range of First Detection depending on Rain in S-Band
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13.7 Disturbances by 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.
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13.8 Other Disturbances
Transmissions from 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 center 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 which is activated automatically on the Platinum RADAR but which can be
switched off if required.
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. The false echoes caused by the ship´s own superstructures can be masked out
by Sector Blanking. Refer to page 306 for details.
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 equi-
spaced 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).
Super-refraction - Sub-refraction
If the normal refraction gradient for the radar wave in the maritime boundary layer of the atmosphere
is changed by external influences, sub-refraction occurs when the transmitted beam is bent upwards
away from the earth's surface, and super-refraction occurs when the transmitted beam is bent down
towards the earth's surface.
In the case of super-refraction, 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 (Refer to page 256).
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13.9 Sector Blanking
If parts of the own ship´s superstructure do not allow the radar to transmit properly in a certain direc-
tion, these sectors can be blanked in order to avoid false echoes. These sectors are indicated by one or
more highlighted circle sectors.
Display of Sector Blanking (Example):
Sector Blanking is
active from 60 to
110 degrees rela-
tive.(115 to 165
degrees true)
The superim-
posed AIS target
does not show a
radar echo like
The start and stop angle (relative to the ship) are set by the service technician using the NACOS Platinum
L3 Integration Manager tool.
-> The above picture shows a configuration where the sector has been extended more than required
just to demonstrate and visualize the principle.
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13.10 RADAR Setting for RACON and SART Codes and Target Enhancers
RACON and SART Codes

The code of a RACON consists of a radially arranged dash-dot code which is starting in the radar video
closely behind the beacon position. By means of different codes described in the List of Lights, the
approach points equipped with a RACON 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.
The code of a SART consists of a radially arranged dash-dot code with 12 equal dots which is starting
in the radar video closely behind the beacon position.
For the setting of the radar, the basic principles given by IMO Circular 161 are applicable (refer to page
306).
The most important point is that filters for Sea and Rain must
be set to manual or off when initially searching for a SART or a
RACON.
In addition the target Enhance filter has to be switched Off as
well.
Further on the Interference Rejection has an impact on the

detection of SARTs and should be switched off if in doubt. The
checkbox for Interference Rejection is accessable via Trans-
ceiver Adjust menu. Click to the Adjust button in the top right
corner of the Radar Sidebar to open this menu and deactivate the
interference rejection.
Target Enhancers
The target enhancer is an active device on a target vessel which transmits an X-band pulse upon recep-
tion of any X-band radar signal. The pulse length of this secondary radar pulse does not typically reflect
the size of the actual target vessel but is fixed. In general this kind of equipment is used on small boats
which have not a significant radar profile like pleasure boats or wooden boats or lifeboats. There are no
special settings required for detection of target enhancers. They are just visualized like a very well
reflecting target.
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13.10.1 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 sec) through the band before beginning a
relatively slow sweep (7.5 sec) 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 meters 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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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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NAVIGATION TOOLS
NACOS Platinum Navigation NAVIGATION TOOLS
Operating Instructions Overview of Navigation Tools
1 Overview of Navigation Tools
For access to the Navigation Tools click to the TOOLS

button next to the Alarms menu.
The TOOLS bar will be opened. It is divided into several
groups as shown to the right.
Select one of the entries of the Navigation Tools group as

required.
The following functions are available:
1. The MOB Drift calculation for the man-over-board symbols can be

found on page 315.
2. The two Electronic Bearing Line and Variable Range Marker

(EBL&VRM) tool sets for measuring the bearing and range of chart
objects/targets are described on page 314.
3. The User Symbols (User Sym) tool set for adding various naviga-
tion symbols for lighthouses, wrecks, beacons etc. in the chart
wherever information is missing are described on page 319.
4. The Pilotage lines (also called Parallel Index Lines) for estab-
lishing a safe corridor for navigation are described on page 335.
5. The Anchor Watch monitor for automatic alarm in case of ship
leaving the anchor watch zone is described on page 336.
6. The Lines of Position (LOP) tool set for the verification of own
ships position by taking optical bearings of known landmarks is
described on page 341.
This group is extended by a number of options depending on the actual
installation, i.e. the NAVTEX function:
- The Optical Bearing Device (ODB) function for automatic input and
processing of optical bearings is described on page 346.
- The NAVTEX remote access with the list of received NAVTEX
messages is introduced on page 352.
- The HELO function for guiding a helicopter landing is described on page 356.
If an option is active, it is listed in addition in the Navigation Tools group.
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NAVIGATION TOOLS NACOS Platinum Navigation
MOB Drift Calculation Operating Instructions
2 MOB Drift Calculation
In case of a Man-over-Board event just click to the corresponding symbol in the

bottom line of the menu bar:
The result is as follows:
The man-over-board symbol is shown under your
own ship symbol in the chart.
This new user chart object symbol will soon appear
free as your own ship sails further ahead.
Delete a MOB Symbol:
Select a MOB symbol which has been dropped before
by clicking to it with DO (left click). The symbol is
then marked with a small handle. Click with More
(right click) anywhere into the PPI/Chart area, to
open the context menu. Select Delete Man Over-
board. Repeat the procedure for each further MOB
symbol.
Set Wind and Drift:
Select the entry MOB Drift from the NAVIGATION
TOOLS bar, and select one of the 5 MOB menues.
The numbers 1-5 correspond to the number of the
MOB symbol in the chart. Set wind and current to the
actual values. The estimated drift is calculated auto-
matically and individually for each MOB.
The MOB symbol will move according to the settings
made.
Hide the MOB symbol if required by clearing the MOB
box in the Settings-MOB menu.
☞ Like other user symbols the MOB symbol is
distributed bridge-wide to all navigation workstations (MFD).
The MOB function is available for up to five separately tracked MOB symbols. They are dropped one after
the other, each time the MOB button in the bottom line of the menu bar is clicked. Values for wind and
speed can be entered separately for each MOB symbol. If the MOB is clicked another time, nothing will
happen. One of the existing symbols has to be deleted before.
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Operating Instructions EBL & VRM - Bearing Line, Range Marker and Rulers
3 EBL & VRM - Bearing Line, Range Marker and Rulers
Two Electronic Bearing Line and Variable Range Marker (EBL&VRM) tool sets are available for
measuring the bearing and range of chart objects/targets. One of the two sets is shown in the screenshot
below. Operating is described on the following page. For quick distance measurements two Rulers are
available. They are described on page 317.
In addition some of the other tools like parallel index lines, lines of position, and user symbols are shown
in the screenshot below. They are described in the subsequent chapters.
LOP 2 (Base
Line)
Symbol
for
Anchor
Area
Parallel index lines
EBL/
VRM,
centered
LOP 1 (Base
AIS Line)
Target
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EBL & VRM - Bearing Line, Range Marker and Rulers Operating Instructions
3.1 EBL - Electronic Bearing Line
With the EBL, the bearing of an object with respect to own

ship or the bearing between two objects can be deter-
mined.
After switch-on by means of a click in the Tool Set group,
the electronic bearing line is superimposed on the chart. It
appears with the same data as they have been displayed
last time.
Alter the bearing of the EBL by a left-click on it in the
chart. The EBL is now displayed with a small "handle" in its
center. Click and hold the line anywhere to pull it to the
desired bearing.
Change the origin of the bearing line by a left-click on it in
the chart and pull its origin to the desired position.
☞ Switch the EBL off and on again in order to re-center
it to the own ship.
☞ If the display range is reduced when the EBL is in the

switched-on state, the EBL might be situated outside
the visible range. Switch the EBL off and then on
again, to return it to the visible range.
The current bearing is displayed in the Tool Set group. To switch off
the display of the EBL, clear the check box in the Tool Set group.
Latitude-Dependent Errors in the Display of the EBL

With the type of projection used for the longitude/latitude grid in the ECDIS, 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 chart 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 chart.
In contrast to this, the EBL is always displayed as a straight line; its bearing displayed as an EBL value
has a deviation. The following table shows the maximum bearing deviation 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 °
Table IX / 1 Latitude-Dependent Errors of the EBL
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3.2 VRM - Variable Range Markers
With the variable range markers, the distance

of an object from own ship or (in conjunction
with the EBL) the distance between two
objects can be measured.
After switch-on by means of a click in the Tool
Set group, the variable range marker is super-
imposed in the PPI. It appears with the same
data as they have been displayed last time.
Alter the range of the VRM by a left-click on it
in the chart. The VRM is now displayed with
four small "handles". Click and hold one of the
handles and pull the ring to the desired radius.
The origin of the range circle can be changed

only if both EBL and VRM are switched on.
Please refer to page 316 how to operate EBL
and VRM jointly.
The current radius of the VRM is displayed in the Tool Set group. To
switch off the display of the VRM, clear the check box in the Tool
Set group.
☞ If the display range is reduced when the VRM is in the switched-
on state, the VRM might be situated outside the visible range.
Switch the VRM off and then on again, to return it to the visible
range.
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3.3 Operating VRM and EBL Jointly
If the EBL and the VRM in one Tool Set have

been switched on both, they are linked to each
other.
Move the cursor to the intersection point of
both, a cross appears, and by left-click and
hold draw them to the jointly desired values for
range and bearing.
Move the cursor to the center point of both
(the own ships position) and by a left-click
draw them to the desired new position.
To re-center it to the own ship, switch off and
on again the EBL.
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3.4 Rulers for Quick Distance Measurements
Two rulers using the same colour as VRM/EBL are available which are operated in the same way but
independently 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 between any objects situated in the PPI or chart area.
All information given here for ruler 1 is also applicable to ruler 2.
1. Click into the PPI or chart area either to a point of interest
or to any point by means of MORE, and in the context menu
which then opens up click on Rulers. Select Ruler 1 or 2.
2. A ruler is now drawn between your initial point of interest
and the current cursor position.
3. Click to the small handle at the current cursor position again
and draw the ruler to a second point of interest.
4. Move the cursor to one of the handles on the ruler, now you
can read distance and bearing in the bottom part of the
tooltip.
5. The rulers remain fixed at the position they are set, i.e. they
also move out of the PPI. They cannot be changed but can
only be deleted and set again.
6. Delete a Ruler by clicking again into the
PPI or chart area and in the context menu
which then opens up click on Rulers.
Select Ruler 1 or 2 to deactivate them.
7. Modify a Ruler by clicking on the small
handle at one end and draw it to a new
position. then, click on the new position.
8. By clicking on the origin, the origin
becomes the end of the line and vice
versa.
Range = 1.555 NM, Bearing = 243.0 deg
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3.5 Drift Compensated Ruler for Dead Reckoning (Optional Tool)
A further and drift compensated ruler is available as an optional tool for dead reckoning. It is used to
determine CTW and STW (course and speed through water) if a certain target position shall be reached
with a given current. This tool is more an additional planning tool. During the passage the autopilot is
doing this task automatically. It is set to a desired course over ground (COG) and is steering the vessel
at a course through water (CTW).
For manual planning please proceed as follows:
1. Click into the PPI or chart
area to a point of interest (
here marked with A) by
means of MORE, and in the A
context menu which then
opens up click on 1Drift
Comp....
2. A ruler is now drawn
between point (A) and the
current cursor position
representing COG and SOG
(blue line). B
3. Click to the small handle at
the current cursor position
again and draw the ruler to
a second point of interest
(B).
4. The triangle shown
depends on the drift. Large
drift values will generate a
typical triangle where the
blue line is the course of interest and the brown line is the course which has to be steered in order
to get to point (B).
5. Move the cursor to one of the handles on the ruler, now you can read distance and bearing in the
bottom part of the tooltip.
6. The ruler remains fixed at the position it is set, i.e. it also moves out of the PPI. It cannot be
changed but can only be deleted and set again.
7. Delete a ruler by clicking again into the PPI or chart area and in the context menu which then opens
up click on Drift Compensated Ruler again.
8. Modify the Ruler by clicking on the small handle at one end and draw it to a new position. then,
click on the new position.
9. By clicking on the origin, the origin becomes the end of the line and vice versa.
10. The drift value which is used for the triangle is automatically taken from the calculated difference
between bottom track and water track sensors. Change this drift value manually by clicking again
into the PPI or chart area and in the context menu which then opens up click on Edit Drift
Compensated Ruler.
11. A menu is opened where you can enter a forecasted drift independent from the value which has
been calculated.
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Operating Instructions User Symbols
4 User Symbols
User symbols are individual user made

chart objects which can be inserted into
the workstation database in order to
supplement the radar presentation or offi-
cial electronic charts.
User symbols can be assigned globally, as
Ensure
available in earlier SW versions, or to a correct
user defined group or to any route which setting of
is already stored on your NACOS Platinum Visibility
Group.
Navigation system (latest SW version).
The assignment is made initially when a
symbol is dropped into the radar presenta- Open submenu to delete
tion or into the chart according to the all symbols of a group
setting shown in the top line (red arrow).
Ensure that this line, if available, shows
Global if nothing else is required from your side. The assignment can be changed at any time later.
User symbols which have been dropped by the user are stored permanently in the databases on all
connected workstations. Deletion of a selected symbol is one method to remove user symbols from these
databases (the only method in earlier SW versions). Further-on all symbols assigned to a certain group,
to a route, or all symbols globally can be deleted with the Edit function as marked above. In addition
they can be stored on external memory devices like USB memory sticks. See main chapter DATA MAIN-
TENANCE for details (page 551).
The user symbols panel of the Display expander provides different object categories:
- Symbols (position fix, anchorage area, beacons, lights, platforms, radio stations and wrecks etc)
- Areas (highlighted danger areas and feature areas, see page 324)
- Lines (safety lines, feature lines and clearing lines, see page 326)
- Events and text (for free text information and cautions, see page 328)
The figure to the right

shows examples of these
categories.
Danger highlight (red)
Switching On and Off the
Own safety line (orange; the
display of all user symbols is hatching points towards the
achieved by a MORE click unsafe area)
into the PPI/chart area,
Feature area (ochre, brown)
select Layer from context
menu and set/clear the box Names and notes are
for User Symbols. displayed if the display
of the Text Labels is
If only those symbols shall switched on
be visualized, which belong Feature line (orange)
to a certain group or route, Text note, information
go to the Tab Presentation
> User SYM (see page Text note, caution
330). Symbols (examples)
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User Symbols Operating Instructions
4.1 Placing a User Symbol - Graphic Mode
With this method, the user symbol can be placed in the chart area be means of the trackball/mouse. The
procedure is explained here by means of the user-symbol beacon cardinal.
Before starting to drop new user symbols please check if the visibility group as indicated in the top line
is set to your requirements, Global, Group, or Route. If uncertain, refer to page 330 for details.
Select a Symbol
Open the User Symbols part of the Display
expander and click on the + in front of the
desired category (Symbols, Areas, Lines,
Events). Ensure
correct
A list of the different symbols in the selected setting of
category will be shown. Use the vertical Visibility
scrollbar to see the complete list. Group
Choose one symbol and select the appro-

priate check box if the symbol is to have a
Top-mark or an indication for a Light. Not
every symbol can be set to have a top-mark
or a light.
A name for the object and additional information text can be entered in the text boxes.
Dropping and Adjusting the Symbol

Click to highlight the desired symbol icon, move the
pointer into the PPI/ chart area and click again to drop
the symbol at the desired position.
The object will be shown with an object abbreviation
in front of its name. In the example, bn means
beacon. If the pointer is moved upon the object, addi-
tional information is displayed as shown here.
Click to the symbol with DO (left-click), click again and hold, draw the symbol to the desired location in
the chart.
Symbol Information
Select a symbol which
has been dropped before
by clicking to it with DO
(left click). The symbol is
then marked with a
small handle.
Click with More (right-
click) anywhere into the
PPI/Chart area, to open
the context menu.
Select Chart Informa-
tion -> User Symbols
-> Other -> Beacon, cardinal to see detailed information about this user symbol.
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4.2 Adjusting a Symbol - Numeric Mode
Select a symbol which has been dropped before by clicking to

it with DO (left click).
The symbol is then marked with a small handle.
Click with More (right-click) anywhere into the PPI/Chart area,
to open the context menu 1).
In the context menu, select User Symbols and Set Coordi-
nates of of Beacon, cardinal.
Enter the desired position in the pop-up window.
Finally click to Set to adjust the user symbol to the desired
position.
If the data entry window shows UTM entry fields instead of Latitude
and Longitude fields, please refer to the following page for switching
back to latitude/Longitude data entry mode.
The exact location of a symbol

Each user symbol shows a small orange line at the
bottom with a ring at the end, this ring is the indication
for a user symbol and is not related to the center loca-
tion. The symbol itself is shown here in the paper chart
style setting.
Another example is given here for the simplified chart

style setting.
The center location of a symbol is marked with a small

quad after having clicked on it with the DO (left-click)
button as shown here.
1) Alternatively select a symbol from the tab menu (see page 320), right-click anywhere into the chart area, and the
data entry window will open as well. Input the position and click to set and the symbol is placed at the desired
location.
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4.3 Adjusting a Symbol - UTM Data Entry
The UTM System (Universal Transverse

Mercator) is a world-wide coordinate system. It is
supported by later NACOS Platinum Navigation
versions 1).
Select a symbol which has been dropped before by
clicking to it with DO (left click).
Click with More (right-click) anywhere into the PPI/
Chart area, to open the context menu.
In the context menu, select User Symbols and Set
Coordinates of Position Fix.
The Data Entry Window for Setting Coordinates is

opened.
Click with More (right-click) anywhere into the data
entry window area to open another context menu.
In this context menu switch-over to Universal Trans-
verse Mercator (UTM).
The Data Entry Window changes to the UTM Input
Format.
1) It divides the earth surface (from 80° South to 84° North) in 6° wide vertical stripes (zones), which
are separately levelled with the optimal Mercator projection und covered with a Cartesian coordinate
system. The system can be based on WGS 84 and is step by step introduced for land surveying.
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The Data Entry Window shoes the values in UTM

format which have been automatically calculated from
the current position of the selected user symbol in Lat/
Long format.
Enter the precise coordinates in UTM format.
Finally click to Set to adjust the user symbol to the
exact position.
The UTM format mode remains for all symbols until it
is switched back by opening the context menu again
and switching-over to Geodetic Latitude and
Longitude.
Since the Latitude and Longitude coordinates are based on
WGS84, also the UTM coordinates will be based on WGS84.
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4.4 Placing an Area
Select an Area
Editing of areas is following the same
basic principles as described above for
symbols (graphical point objects). Ensure
correct
Before starting to drop new user symbols setting of
please check if the visibility group as indi- Visibility
cated in the top line is set to your Group
requirements, Global, Group, or Route.
If uncertain, refer to page 330 for details.
Open the User Symbols part of the
Display expander and click on the + in
front of the desired category (here
Areas).
Choose a Danger highlight or a User’s feature area and enter a name for the area. Additional infor-
mation text can be entered in the text box.
Danger Highlight
A Danger Highlight is a red colored filled area which can be detected by the chart monitoring function.
Click on the Danger highlight icon first, and then click with DO in the PPI/Chart Area to set the first
vertex of the area. The moving cursor is then followed by a connection line to the previously set graphical
point of the area. In this way an area with 3 vertex points as a minimum can be set. There is no upper
limitation for the number of points which can be created for one and the same area.
To close the area after the last vertex is set,
- click into the last connection line with MORE or
- set the last point directly on the first one
to end the edit mode and to complete (close) the created area.
User’s Feature
Editing of Feature Areas is following the same principles as shown above for Danger Highlights.
Several areas with different transparency (No Fill / 25 / 50 / 75 %) can be created and drawn on
the electronic chart. In contrast to the Danger Highlight a Feature Area cannot be detected by the chart
monitoring function.
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4.5 Removing or Modifying an Area
Select the area by a click on one of the vertex

points. Handle
The handle shown at the vertex indicates the selec-
tion of this area.
A click with MORE on the handle or anywhere in the
chart area shows the context menu.
Select Delete: Danger highlight to delete the
complete area.
If you want to modify the shape of the area choose
Delete Point to delete just one point of the area or
select Continue Area to add further points to this
area until the modify mode is ended by a MORE click
in the PPI/Chart area.
Removing and modification of Feature Areas is
done in the same way as described above.
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4.6 Placing a Line
Editing of Lines is following the same

principles as shown for Danger Highlight
areas.
Before starting to drop new user
symbols please check if the visibility Ensure correct
group as indicated in the top line is set setting of Visi-
bility Group
to your requirements, Global, Group,
or Route. If uncertain, refer to page
330 for details.
In the selection list under Tools -> NAV
-> User Sym open the list of available
lines by a click on the (+) symbol.
Select if you want to create an Own Safety or MARPOL Line or a User’s Feature line by a click on
the entry in the selection list. Refer to the next page for the Danger Bearing Line.
Own Safety Line or Own MARPOL Line

An Own Safety Line is a line with orange color and with short hachure lines pointing to the dangerous
side. It can be monitored by the chart monitoring function. You can create several safety lines at different
locations each having a variable number of vertex points, but a defined start and a defined end.
Click on the Own Safety Line icon first, and then click with
DO in the PPI/Chart Area to set the first vertex of the line.
The moving cursor is then followed by a connection line to
the previously set graphical point of the line. In this way a
line with 2 vertex points as a minimum can be set. There is
no limitation for the number of points which can be created.
To end the line after the last vertex is set, click into the
last connection line with MORE to end the edit mode and to
complete the created line.
The orientation of the Own Safety Line (the dangerous /
not dangerous side) can be changed by a click in the
context menu on Reverse Own Safety Line.
The handling for the MARPOL Line is the same, the color
is green/red, an alarm is given on crossing from both sides.
User’s Feature Line

Several line styles with 4 different patterns (solid /
dashed / dotted / dashed-dotted) and 1 or 2 pixels line
width can be created and drawn on the electronic
chart. In contrast to the Own Safety Line the User’s
Feature Line cannot be monitored by the chart moni-
toring function, no alarm is given.
Removing and modification of Safety and Feature Lines
is done in the same way as shown above for Areas via
selection of the line on the screen and subsequent
operation via the context menu by a MORE click on the
selected line. You can choose to delete one single point
or the complete line.
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4.7 Danger Bearing or Clearing Lines
Danger Bearing Lines (also called Clearing Lines) shall indicate a limitation of the course to be steered
in certain sea areas. For this purpose a
- NMT Not More Than and a NLT Not Less Than line can be set.
In the selection list under Tools -> NAV -> User Sym open the list of available lines by a click on the
(+) symbol. Select Danger Bearing by a click on the entry. Select NMT or NLT and set the line as
required. Check if the visibility group is set to your requirements, Global, Group, or Route. Go to page
330 for any changes.
The course value not to be exceeded is calculated automatically and is indicated together with the line
and a direction arrow. The clearing lines can only have two points (start and end point).
To delete the line again, click on the start or end point and then with MORE > User Symbols >
Delete: Danger bearing the deletion can be executed.
The visibility group has

been set to User
Defined, just check if
this setting is correct or
if Global or Route is
needed.
Fig. IX / 1 Set a Clearing or Danger Bearing Line
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4.8 Events and Text
Editing of Events and Text Notes is another feature of the user object editor. You can drop Events which
have the symbol and add text to it.
Additionally you can drop either a text object as Information or as Caution . The procedure is
identical for both objects.
The description for setting, modification and deletion is equivalent to the operation of point symbols, i.e.
you must select the relevant entry under User Sym, Events and Text, click on the respective icon, add
a text and then click into the PPI/chart area where the text note or the event marker shall be located.
After selection and marking by the orange handle you can move the event marker or text note to another
location or delete it from the screen and from the storage device.
Check if the visibility group is set to your requirements, Global, Group, or Route. Go to page 330 for
any changes.
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4.9 Switching Off the User Symbol Layer
User symbols are displayed on a separate layer on top of the basic chart or PPI area.
They are covered by higher prioritized objects as follows:
• by chart objects
• by the radar video
• by navigation tools (EBL, VRM, and LOP)
• and by the own ship symbol and ARPA and AIS targets (highest priority)
Nevertheless, if in doubt, and if a user symbol covers a basic chart information, the whole user symbol
layer with all symbols, regardless to which group they are assigned, can be switched off as follows:
Do a MORE click into the PPI/chart area, select
Layer and clear the box for User Symbols.
It can be necessary, to check this setting if user
symbols are not visible in the chart or PPI area,
just activate the setting again.
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4.10 Assigning User Symbols to a Visibility Group
A new symbol which shall be dropped into the PPI/ chart area is assigned either globally, or to a user
defined group or to an existing route as indicated in the top line of the Edit User Symbol menu (see
red arrow in the screenshot below). Just select the required assignment as described below before drop-
ping a symbol.
Global Group
All user symbols which are dropped into the PPI/ chart area are visible at all times.
Of course the location of the symbol has to be included in the actual view
on the screen and the user symbol layer has not to be switched off.
User Defined Group

All group related user symbols which are dropped into the PPI/ chart area are visible as long as their
visibility group is switched on. Go to the Tab Presentation > User SYM to select the visible groups of
symbols. Before assigning any symbol to a group, this group has to be defined.
Just click to Edit and New User Defined Group to add a new group to the database.
The remark in the yellow box applies here as well.
Route Related Group

All route related symbols which are dropped into the PPI/ chart area are visible as long as their related
route is activated. Before assigning any symbol to a route, this route has to be defined (see ROUTE
PLANNING AND MONITORING).
The remark in the yellow box applies here as well.
Assignment to a
visibility group,
change if required
Switching ON the User Defined Visibility Groups

Please refer to page 135 for details.
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4.11 Modifying Assignment & Details of User Symbols
Select a symbol which has been dropped before by clicking to it with DO (left click).
Click with More (right-click) anywhere into the PPI/ chart area, to open the context menu.
In the context menu, select User Symbols -> Edit Details.
Change the name and the remark for this user
symbol if required.
Change the Visibility Groups if required, set to
Global, User Defined, or Route.
If Global is selected, no further settings have to be
made. Click to Set to assign the symbol to the global
group.
If Route is selected, the opened routes are already
indicated. Select a route and click to Set to assign
the symbol to the route. If no route is open, you
have to open one before.
If User Defined is selected, click to the next field to
select one of the available groups. Click to Set to
assign the symbol to this group.
If the assignment shall be made to more than one group or route, just click to Edit and to Add addi-
tional assignment to add a further line with another group or route.
If an assignment shall be deleted, click to Edit and to Remove Entry to withdraw this line.
Click to Cancel if the new settings shall be discarded.
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4.12 Protecting All User Symbols of a Group against Unintended Shifting
All user symbols of a user defined visibility group can be protected against unintended shifting. The
protection only applies to shifting of a symbol, area, line, or event/text, on the screen by using the
cursor. It does not apply to editing the coordinates of a symbol in a menu. This function is always avail-
able.
Setting the Protection for a new User Defined Visibility Group

Click to Edit and enter a
name for a new user The closed padlock
defined visibility group. indicates a protected
visibility group
The protection for this
group can be set directly
in this menu.
The protected visibility
group is indicated with a
closed padlock next to
the name.
Changing the Protection for an Existing User Defined Visibility Group

If the protection for an
existing user defined
visibility group shall be
changed, click to the
Settings button in the
bottom menu bar, select
User Symbols from the
Settings bar and click to
the button Select User
Defined Groups.
Now the available user
defined groups are listed
and the protection for a
certain group, here Select protection
named Elbe can be on or off
changed.
Just click to the small arrow after the word protection and select the necessary setting. A protected group
is marked with a padlock.
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4.13 Table-based Editor for Lines and Areas
Editing a new line or a new area is additionally supported by a table-based editor. Each segment of a
linked line or each segment of the contour line of an area is represented by two consecutive points in a
table. They can be edited point by point by entering new position data or by changing data.
Open the Tools bar and select a visibility

group, here the User Defined group Elbe has
been selected.
Select i.e. a Line with details, here User’s
feature has been selected, and enter a name
(here fishing border) and a remark (here May
- Sep).
The line can be edited now by drawing it from
point to point on the screen.
Alternatively click to the button Edit Coordi-
nates in Table to edit the line in a table.
The Edit Coordinates Button is active only
as long as the drawing process of the line is
not completed.
Once a line has been edited it can be changed

by a click to the line (a small handle appears) Right click on small
and right click (MORE) to this small handle to handle opens context
open the context menu. menu
Select User Symbols and Edit Coordinates

in Table to open the table again and change
any data.
The table to the right shows a linked line with

several interpolation points. The coordinates of
each point can be adjusted, and new points
can be inserted at any place in the table.
Just double-click to one of the lines and the
the editor window is opened.
Note that in case an aera is described by the
table, the first and the last point are identical.
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Operating Instructions Pilotage or Parallel Index Lines
5 Pilotage or Parallel Index Lines
There are four independent Parallel Index Lines available. Each of

them can be adjusted individually.
The PI group is available in the RADAR application directly from the
RADAR sidebar and in the ECDIS application from the EBL & VRM
menu which can be selected from the TOOLS bar.
Depending on the setting in the PI group, the bearing is displayed as true (T) or relative (R) bearing.
After switch-on by means of a click in the PI group (red arrow), the lines are superimposed on the chart.
☞ When parallel index lines are switched on, they appear in the 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.
Alter the distance of a line by a left-click

on it. The line is now displayed with three
small "handles". Click and hold the center
handle and drag the line to the desired
radius.
Change the bearing of a line again by a
left-click on it. Then click and hold the line
anywhere but not on the small handles
and rotate it to the desired bearing.
Adjust the length of a line again by a left-
click on it. Then click and hold the line at
one of the outer handles and draw to the
desired length.
The balloon-text shows the actual data of
the line.
To reset PI lines, right-click into the chart
and choose RESET PI Lines from the
context menu.
Parallel Index Lines can be stored as a set

of four under a file name (here Kiel Canal)
in a directory (here Elbe Approach).
Use the buttons as shown to the right, to
create a new PI-Line Set, to load an
existing one or to load the previous or next
one.
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Anchor Watch Monitor Operating Instructions
6 Anchor Watch Monitor
6.1 Overview
An anchor watch monitor is available as an optional

function of the NACOS Platinum Navigation system.
In this case the Tools bar is showing one more
entry called Anchor. Click to this entry to open the
Anchor menu as shown to the right.
This monitoring function is based on a watch sector,
which is set at the position where the anchor is
dropped.
As soon as the anchor chain has been brought out
by drifting or maneuvering backwards, the number
of used shackles and the water depth are entered.
At the same time the own ship should be displayed

fully inside the anchor watch sector and you can set
a drift speed limit and activate the watch area.
Now if the speed of your vessel exceeds the set

speed limit (typically 1 or 2 kn), or if your vessel is
moving a certain distance from the anchor position
(calculated from number of shackles and water
depth), or if your vessel touches the contour of the
sector, a corresponding alarm is raised.
In addition if the vessel finally is leaving the anchor

watch sector, a further alarm is raised.
The detailed operating steps are described in the

subsequent text.
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Operating Instructions Anchor Watch Monitor
6.2 Set the Anchor Position
The anchor watch sector is placed with its end at

the position where the anchor will be dropped or
has been dropped. The center line follows the
ships heading.
The anchor position can be set as follows:
1. At current ships position, PRT or STB
2. At cursor position
3. At user symbol Context menu
These options are described further below:
At Current Ship Position

Right-click into the chart area opens the context
Tooltip
menu.
Select Anchor Watch and Create at Ships
Position, either Port or Starboard.
The end of the watch sector is set to the actual
position of the PRT or STB anchor hawse pipe 1).
The end of the watch sector is marked with a user
symbol for anchorage area. If you move the
cursor to this symbol a tool-tip is opened showing
the length and direction of the watch sector.
At Cursor Position
Right-click into the chart area opens the context
menu, select Anchor Watch and Create here.
The end of the watch sector is set to the actual cursor position and is marked with a user symbol for
anchorage area as above.
At User Symbol
Select User Symbols from
the Tools bar, open the
Symbols list and select
Anchorage area. Select a
symbol and place it into the
chart area. Alternatively an
existing user symbol can be
used.
Right-click to this symbol
opens the context menu as
above. Select the option
Create from User Symbol.
1) The location of the anchor hawse pipe has been entered by a service engineer during system commissioning into the
ships configuration. If no entry has been made, the end of the anchor watch sector falls into the conning position, and
you may shift it to the desired location manually.
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6.3 Perform the Anchoring Maneuver
During the anchoring maneuver the anchor is

dropped out and the vessel is moving slowly back-
wards into the anchor watch area.
Distance and bearing indications in the top line of
the Anchor menu are displaying the actual values
for distance and bearing to the anchor position
(distance is starting with 0 when anchor dropping is
initiated).
As soon as the anchor is in place, the number of
shackles and the actual depth should be checked
and adjusted if necessary.
Click to the anchor watch area and right-click into
the chart area to open the context menu.
Select Anchor Watch and Edit.
Enter the actually used number of shackles and the
actual depth. Finally click to the Set button.
☞ If in doubt about the basis for the shackle
length just move with the cursor to the word
Shackles in the menu. A small tool-tip opens
showing the configured length of one shackle in
meter 1).
☞ The depth can be set automatically if a depth

value is available from a connected echo-
sounder. In this case the Take auto. Depth
button is highlighted and not shaded in gray.
Just click to the button and the actual depth is
used for monitoring. If the depth changes
afterwards, just click to the button again to
take the actual value again.
The size of the anchor watch sector is then adjusted automatically according to the length of the chain
and the water depth 2).
Adjust Angle Size of Sector
Depending on wind and tidal current forecast the angle size of the
sector may be adjusted as well.
Click to one of the sector contour lines to mark them. Then click and
hold to one of the small handles. Move the cursor to adjust the angle
size. Any symmetric or asymmetric setting can be chosen.
1) The length of one shackle is a configuration value which has been set during the commission by a service engi-
neer.
2) The sector length is used to monitor dragging of the anchor. The length is calculated by applying the Pythagoras
theorem. One side of the triangle is the straight length of the chain and the other one is the water depth. The
curve of the chain (the catenary), which is a hyperbolic cosine function is approximated here by a straight line.
So the alarm will appear a little bit later providing a small safety margin against false alarms.
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Operating Instructions Anchor Watch Monitor
6.4 Activate and Deactivate Anchor Monitoring
Once the own ship is fully inside the anchor watch

sector, the semi-transparent orange background color
of the sector changes slightly to more intensity.
Insert a speed limit for drift control.
Now the anchor monitoring function can be activated.
Activate Area
Right-click into the chart area and select Anchor
Watch and Activate. Now the monitoring function is
started and the editing function is blocked.
The semi-transparent background color changes again
to more intensity and to a more red color.
Deactivate Area
Right-click into the chart area and select Anchor
Watch and Deactivate. Now the monitoring function
is stopped and the editing function is released.
The red background color changes to less intensity
with a semi-transparent color.
Change the Area
If during monitoring any settings of the area have to
be changed, i.e. angle size of sector, shackles, depth,
or speed limit, just Deactivate the area, apply the
changes and Activate again.
- Speed Alarm: can be set in the Edit Anchor
Watch menu, right-click into the chart area and select Anchor Watch and Edit. Insert an appro-
priate value for Speed, i.e. 1 to 2 kn. If no speed limit alarm is required, just leave it at zero speed
(0 = speed alarm OFF).
Check the Area

Right-click into the chart area
and select Anchor Watch
and Check Area.
The anchor watch area is now
checked against ECDIS data.
Critical points are marked
with a red circle.
Just move the cursor over one
of the circles to see the tip-
tool with the related text.
In the example here a cable
has to be considered in the
anchoring area.
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6.5 Delete the Monitoring Sector
When the anchor is heaved up

again, the monitoring sector can
be deleted.
First deactivate the area if not
already done. Right-click into
the chart area and select
Anchor Watch and Deacti-
vate.
Then click right-click again into
the chart area and select
Anchor Watch and Delete
and one of the two entries:
Anchor Watch Area Only

This entry is deleting the anchor sector only but not the anchor symbol at the top of the sector. Choose
this entry if the same anchoring place shall be visited once a day again.
Anchor Watch Area & User Symbol
This entry is deleting the anchor sector and the related user symbol at the top of the sector. Choose this
entry if this place shall not be visited again.
6.6 Alarms During Anchor Monitoring
As already listed in the introduction, there are four alarm conditions associated with anchor monitoring.
They are listed in the screenshot to the right:
1. The speed of your vessel exceeds the set

speed limit.
2. The vessel is exiting the anchor watch area,
which means is touching the contour of the
sector at one of the two sides or at the back.
3. The anchor is dragging, which means the
vessel is touching the contour of the sector at
the back.
4. The vessel is out of the anchor watch area.
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Operating Instructions LOP - Lines of Position
7 LOP - Lines of Position
The Lines of Position function is supporting three methods for the verification or determination of the
own ships position without using any position sensor information.
The three methods are based on fixed objects in the vicinity of the own ship which are also plotted in
the chart, for example light-houses. The range and bearing of these objects have to be taken by optical
means like pelorus (bearing plate) or binoculars. The three methods are:
- Known Bearing and Range to a known landmark
- Cross Bearing (two bearings) to two known landmarks
- Transferred Base Line to one known landmark
The Lines of Position Menu

Click to reset data of the selected LOP. See useful information below
Click to enter data for the chosen LOP
One of three
LOPs can be
chosen
Check the box Click to transfer the appropriate base
to display the line.
LOP in the
chart. If --.-° is Sets the position fix. (Button is only
displayed, active if data has been entered in the
create a LOP fields above). See also important
first. remark below
Indication of the Use calculated position data for Dead
calculated ship’s Reckoning.(Button is only active in
position case the position sensor is set to
Manual DR.
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LOP - Lines of Position Operating Instructions
7.1 LOP - Known Bearing and Range to a Landmark
From the ship’s bridge, the true bearing  and range r of a land-
mark with known position, i.e. a lighthouse, are taken by optical
means (pelarus, binoculars).
Based on these two values and the position of the landmark in the
chart the LOP function calculates the position of your own vessel.
It can be dropped into the chart as a new position fix.
With just another click the own ship symbol which is shown in the
chart is shifted to this new position fix. Precondition is that the
position sensor input has been set in advance to Manual DR
(dead reckoning) or in case all sensors have failed, it may be
already active in this mode.
The procedure is as follows:

1. Move the cursor to the landmark in the chart. With
MORE (right-click) open the context menu. Select
the entry Create LOP.
2. A line starting at the landmark with zero degree is
shown. Draw the line with the cursor to the bearing
which has been taken by optical means (i.e. 208
degree as shown in the first screenshot above).
3. Open the LOP expander from the ECDIS sidebar as
shown to the right. The bearing has been filled in
already in line 1.
4. Click to Adjust to open the Set Line of Position window as shown in the next screenshot.
5. Enter the range value which has been taken by optical means.
Adjust the bearing if not exact enough. Adjust the position of the
lighthouse if not exact enough.
6. Click to the Set button in the bottom line. The range value is
taken over into line 1 of the above LOP expander.
7. The LOP expander is now showing the resulting position fix. Click
to the Drop Pos Fix button to drop a user symbol for position fix
in the chart. In the above screenshot from the chart this position
fix is marked with the number 1016.
8. Switch over the position sensor input to Manual DR as shown
below (if not already done automatically).
9. Click to Set DR Origin in the LOP expander to shift the own ships position to the new position fix.
The own ship symbol in the chart moves accordingly as shown above.
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7.2 LOP - Known Bearing to two Landmarks (Cross Bearing)
From the ship’s bridge, the true bearings 1 and 2 of

two fixed objects with known position, i.e. two light-
houses, are taken by optical means (pelarus, binoculars).
The intersection point of these two base lines is the actual
position of your ship. If the two base lines intersect in a
rather acute or flat angle, a third fixed object with its base
line can be added.
Based on the intersection point and the position of the
two landmarks in the chart the LOP function calculates
the position of your own vessel. It can be dropped into
the chart as a new position fix.
With just another click the own ship symbol which is shown in the chart is shifted to this new position
fix. Precondition is that the position sensor input has been set in advance to Manual DR (dead reck-
oning) or in case all sensors have failed, it may be already active in this mode.

1. Move the cursor to the first landmark in the chart.
With MORE (right-click) open the context menu.
Select the entry Create LOP.
2. A line starting at the landmark with zero degree is
shown. Draw the line with the cursor to the bearing
which has been taken by optical means (i.e. 208
degree as shown in the first screenshot above).
3. Do the same with a second landmark.
4. Open the LOP expander from the ECDIS sidebar as
shown to the right. The two bearings have been filled in already in line 1 and in line 2.
5. Select either LOP 1 or LOP 2 in the top line (see red arrow) and click to Adjust to open the Set
Line of Position window for LOP 1 or LOP 2. Adjust the bearing and the position of the lighthouse
if not precise enough. Click to the Set button in the bottom line. The adjusted values are taken over
into lines 1 and 2 of the above LOP expander.
6. .The LOP expander is now showing the resulting
position fix. Click to the Drop Pos Fix button to
drop a user symbol for position fix in the chart. In
the above screenshot from the chart this position fix
is marked with the number 1012.
7. Switch over the position sensor input to Manual DR
as shown in the previous chapter.
8. Click to Set DR Origin in the LOP expander to shift
the own ships position to the new position fix. The
own ship symbol in the chart moves accordingly as
shown to the right.
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LOP - Lines of Position Operating Instructions
7.3 LOP - Known Bearing at two Times (Transferred Base Line)
The ship is sailing with known and constant

speed and course. The true bearing 1 of a fixed LOP 2
object with known landmark (i.e. a lighthouse) is
taken and entered into the system (marked with
LOP 1 in the screenshot).
After a while the true bearing 2 of the same LOP 1*
landmark is taken again. Due to the fact that the
ship’s position has changed, the true bearing
does now have another value (marked with LOP
2 in the screenshot).
Now the base line LOP 1 is shifted in parallel LOP 1
along the track the ship has been made.
The intersection point of the new base line (LOP
2) and the shifted (transferred) base line (LOP
1*) is the actual position of the ship.

1. Move the cursor to the first landmark in the
chart. With MORE (right-click) open the
context menu. Select the entry Create
LOP.
2. A line starting at the landmark is shown.
Draw the line with the cursor to the bearing
which has been taken by optical means (i.e.
224.9 degree as shown here).
3. Wait during the ship is sailing an appro-
priate distance.
4. Open the LOP expander from the ECDIS sidebar as shown to the right. The first bearing has been
filled in already in line 1.
5. Select LOP 2 from the top menu line (see red arrow).
6. Move the cursor again to the landmark in the chart. With MORE (right-click) open the context
menu. Select the entry Create LOP. Draw the line with the cursor to the new bearing (here 157.3
degree).
7. Click to the check box LOP 1 to activate the transfer of the line. The transferred line is shown in
the above screenshot from chart and marked with 10:15 TPL.
8. The LOP expander is now showing the resulting position fix. Click to the Drop Pos Fix button to
drop a user symbol for position fix in the chart. In the above screenshot this position fix is marked
with the time 10:15.
9. Click to Set DR Origin as described in the previous chapters to shift the own ships position to this
new position fix. Please have in mind, that the ship might have travelled in the meantime again a
considerable distance as shown in the above screenshot.
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7.4 Further Hints on Lines of Position
Difference between position drop fix symbol and intersection point
Position fix
Base line #2 Base line #1
1342
LOP 1
LOP 2 1342
1342 EP
After having clicked on Drop Pos Fix, the calculated position is displayed on the screen by means of a
symbol and additional information.
It may happen that the symbol of the position fix is not displayed at the same position
as the intersection of the base lines.
This is not a fault! The base lines are displayed as straight lines within a Mercator projection. But
in reality, they should be displayed as slight curves, with a radius depending on the actual geograph-
ical position of the ship. The calculation of the Drop Position Fix takes this fact into account and
may deliver a slightly different position than the graphical method does.
The more northern or southern the ship’s position is, the more different are the calculated and graphi-
cally determined positions.
Useful Information:
The position data from LOP 1 is automatically copied into the LOP 2-tab after Set has been clicked, the
position data from LOP 2 is automatically copied into the LOP 3-tab after Set has been clicked. This
makes it easier to work with the data, especially when using transferred base lines.
Clicking on Reset on LOP 1 erases all data in all tabs, clicking on Reset on LOP 2 erases data in LOP
2-tab and LOP 3-tab. Clicking on Reset on LOP 3 erases data only in LOP 3.
All actions taken with respect to LOP are stored in the voyage recording.
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OBD - Optical Bearing Device (optional tool for ECDIS) Operating Instructions
8 OBD - Optical Bearing Device (optional tool for ECDIS)
The Optical Bearing Device function is similar to the LOP function as described in the previous
chapter, but here the bearing value is not entered manually but taken over from an optical bearing
device. This function is available only as an option to the ECDIS application.
Up to three optical bearing devices (OBD) can be connected to the Platinum system. They are typically
placed in the port wing, in the centre and in the starboard wing. The correct position of each device in
relation to the CCRP has been configured during installation. As a result all bearings taken with these
devices are converted to the CCRP.
The principle of operation is that a bearing is taken of a visible object (which is shown in the ECDIS as
well), and the fix button at the OBD is pressed. In that instant a message is sent to the Platinum system
with OBD number and bearing value. The received data are shown in the OBD LOP lines (see below
screenshot).
By pressing the fix button again at the same or another OBD the next line is filled with data. If the
received data are not correct, just press the Clear button and redo.
If the box in front of the data line is checked, the data are visualized in the ECDIS as well.
Two methods based on fixed objects in the vicinity of the own ship (i.e. light-houses, land marks) are
available:
- Cross Bearing (two or three bearings) to two or three known landmarks
- Transferred Base Line to one known landmark
The Optical Bearing Device Menu
One or more Click to transfer the appro-

OBD can be priate base line.
chosen for
display
Click to reset data of the
Check the box selected LOP.
to display the
LOP in the
chart. If --.-° is Sets the position fix (button active
displayed, take only if data have been entered in the
a bearing first. fields above).
Use calculated position data for Dead

Indication of the Reckoning.(Button active only in case
calculated ship’s the position sensor is set to Manual
position DR.
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Operating Instructions OBD - Optical Bearing Device (optional tool for ECDIS)
8.1 OBD - Known Bearing to two Landmarks (Cross Bearing)
From the ship’s bridge, the true

bearings 1 and 2 of two fixed
objects with known position, i.e.
oil platform and buoy, are taken
with the OBD.
They are automatically entered
into the Platinum system and
shown in the chart as bearing
lines.
In the example to the right one
line has been taken at 15:59, the
second one at 16:00.
The intersection point is showing
the position of your own vessel (of
the CCRP) in the chart.
It can be marked as a new posi-
tion fix (here with 16:00).
If a manual position input is
required (i.e. all sensors failed) it
takes just another click to set this position as a starting point for dead reckoning.
☞ If the two base lines intersect in a rather acute or flat angle, a third fixed object with its base line
can be added.
☞ If the time between taking the two bearings is longer (one or more minutes) it is recommended to
check the Transferred LOP 1 box to take into account the travelled distance.

1. Take two bearings with the OBD and open the
OBD expander if not open yet.
2. The two bearings have been filled in already
automatically in line 1 and in line 2 as shown
in the right screenshot.
3. The bottom line is showing the resulting posi-
tion fix.
4. Click to the Drop Pos Fix button to drop a
user symbol for position fix in the chart. In the
above screenshot this position fix is marked
with the time 16:00 and EP (ensure that chart
presentation settings include little or more
text).
5. If required, switch over the position sensor input to Manual DR as shown in the previous chapter.
6. Click to Set DR Origin in the OBD expander to shift the own ships position to the new position
fix. The own ship symbol in the chart moves accordingly.
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8.2 OBD - Known Bearing at two Times (Transferred Base Line)
The ship is sailing with known and

constant speed and course. The true
bearing 1 of a fixed object with LOP3
known landmark (here harbour
entrance mark) is taken with the
OBD. LOP1
After a while the true bearing 2 of LOP2
the same landmark is taken again.
Due to the fact that the ship’s position
has changed, the true bearing does
now have another value (marked with
LOP 2 in the screenshot).
Now the base line LOP 1 is shifted in
parallel along the track the ship has
been made.
The intersection point of the new
base line (LOP 2) and the shifted
(transferred) base line (LOP 3) is the
actual position of the ship.

1. Take two bearings with the OBD
and open the OBD expander if
not open yet.
2. The two bearings have been
filled in already automatically in
line 1 and in line 2 as shown in
the right screenshot.
3. Check the Transferred LOP1 box.
4. The bottom line is showing the
resulting position fix.
5. Click to the Drop Pos Fix button to drop a user symbol for position fix in the chart. In the above
screenshot this position fix is not marked with time and EP (if required set chart presentation
settings to little or more text).
6. If necessary, switch over the position sensor input to Manual DR as shown on page 350.
7. Click to Set DR Origin to shift the own ships position to this new position fix. Please have in mind,
that the ship might have travelled in the meantime again a considerable distance as shown in the
above screenshot.
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Operating Instructions OBD - Optical Bearing Device (optional tool for ECDIS)
8.3 OBD - Shifting the Bearing Lines
If the bearing lines taken with the OBD are not matching the landmarks in the chart, these bearing lines
have to be shifted in parallel to hit the landmarks. In that case the resulting position fix is not matching
the ships position in the chart. A correction of the ships position can be achieved by switching over to
dead reckoning and taking over the position fix as DR origin.

handle
1.Take two bearings to two different
navigational marks (here oil plat-
forms) with the OBD and open the
BL1 OBD expander if not open yet.
2.The two bearings have been filled
in already automatically in line 1 and
in line 2 of the menu.
3.Click to the first bearing line to
activate it (here BL1).
BL2
4.Pick-up the small handle shown
and shift the bearing line until it hits
the navigational mark in the chart
(Prod G14-B) as shown in the
screenshot below.
5.Click to the second bearing line to
activate it (here BL2).
6.Pick-up the small handle shown
and shift the bearing line until it hits
the navigational mark in the chart
(Prod G16a-B) as shown in the right
screenshot.
7.Click to the Drop Pos Fix button
BL1 to drop a user symbol for position
shifted fix in the chart (here marked with
EP and the time 09:05).
8.If required set DR origin as shown
on the next page.
BL2 shifted
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8.4 OBD - Set DR Origin
If the ships position as determined by the navigation sensors differs significantly from the resulting posi-
tion fix taken by OBD (i.e. due to a sensor failure), switching over to dead reckoning can be used.

click here
1. Click to the small triangle in
the Position WGS84 group
and select Manual DR for
dead reckoning.
2. Click to Set DR Origin in the
OBD menu as described in
the previous chapters to shift
the own ships position to this
new position fix.
3. The resulting situation is
shown in the screenshot to
the right. The own ship
symbol matches the position
fix.
4. It is important to update the
dead reckoning in short inter-
valls and to rectify the navi-
gation sensors.
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Operating Instructions ODD - Optical Detection Device (optional tool for RADAR)
9 ODD - Optical Detection Device (optional tool for RADAR)
The Optical Detection Device (ODD) function provides control of a camera or any other sensor which
shall be focused on a tracked ARPA or AIS target or on a fixed position. This function is available only
as an option to the RADAR application.
One optical detection device can be connected to the Platinum system. It is typically placed in the port
wing, at the bow or at the starboard wing. The correct position of the device in relation to the CCRP has
been configured during installation. As a result all bearings sent to this device are corrected in relation
to the mounting position of the device on-board.
The principle of operation is that the operator is taking a bearing of an ARPA or AIS target or a fixed
position, which is shown in the RADAR, and a control button in the ODD menu is pressed. In that instant
a message is sent to the ODD with the corrected bearing value. This value is used by the ODD to focus
the target or the fixed position. If the vessel or the target or both are moving, the message to the ODD
is updated automatically.
Open the Tools Bar and click to ODD - Optical Detection Device.
As a result, the ODD symbol is set in the PPI around
own ship's position. At the same time, the ODD
dialogue appears in the bottom sidebar.
Shift the ODD symbol to a tracked target or a fixed
position. In the screenshot to the right the symbol
has already been shifted to a tracked target.
Select in the ODD menu if a target, as shown here,
or a position shall be focused.
Now the distance and bearing and also the LAT/
LONG values of the focused target or position are
shown.
Deactivate the Show Symbol check box if neces-
sary, i.e. if the symbol is shading important chart
information.
Set the master check box to fetch control from
another workstation.
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NAVTEX Operating Instructions
10 NAVTEX
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 charac-
ters. The first, (B1), identifies the station being received, the second, (B2), identifies the subject i.e. Navi-
gational 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 propagation conditions.
Modern NAVTEX receivers include an INS port which is programmed to transfer the received messages
and its alarm messages optionally to an external system. The NAVTEX receiver can be connected to the
NACOS Platinum Navigation system by means of its INS (Integrated Navigation System) port, so these
text messages and alarms can be made available on any of the workstations.
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.
Open List of NAVTEX Messages

To open this list, click on the tab Tools and select NAVTEX in the NAV expander.
☞ The NAVTEX expander with the message list window is opened automatically when a new NAVTEX
message has been received.
Acknowledge an Alarm from NAVTEX Receiver

A NAVTEX receiver can send the following alarms to the connected NACOS Platinum Navigation system:
NAVTEX Offline, NAVTEX New Message, NAVTEX NAV Warning, NAVTEX MET Warning, NAVTEX SAR
Information, NAVTEX RX Malfunction, NAVTEX BIST Failure, and NAVTEX General Failure.
Any of these NAVTEX alarms is listed in the NACOS Platinum Navigation system alarm list and can be
acknowledged from here. The acknowledgment is sent back to the NAVTEX system and is stopping the
alarm horn on the NAVTEX receiver.
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Operating Instructions NAVTEX
10.1 Displaying Received NAVTEX Messages
* = Marker for
Message not yet
read
Message marker Message date/time. Start of
(for deletion etc), Message ID, (This is the date/time message text
mark all generated by when the message has
messages, which the receiver been downloaded from
shall be printed the receiver first)
out or deleted
afterwards
Download of Messages from the receiver

Click on Get Stored. The messages will be downloaded from the receiver and displayed in the table.
Message Handling
In order to display the complete text of one message, mark it with a click and click on Show Message
afterwards.
The message will be displayed in a new window:
Close this window by means of a click to the small
cross or by clicking Show Message again.
To delete a single message, right-click on it, in the

context menu click Delete Message.
To print-out or delete multiple messages, mark the

appropriate messages in the table by means of the
marker, right-click one of the messages, in the context
menu click to Print-out or Delete Marked.
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NAVTEX Operating Instructions
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Operating Instructions Current Prediction (optional tool for ECDIS)
11 Current Prediction (optional tool for ECDIS)
The MULTIPILOT Platinum can be improved by an optional tool for current prediction. It predicts precise
current data for a certain sea area derived from the moon phase and from oceanographic weather data.
The coverage is worldwide. This tool is based on an additional SW package and periodically updated
current and weather data. The update scheme is similar to ECDIS.
If the current prediction tool is activated, an additional entry is avail-
able in the Tools bar. Open the Tools bar (red arrow) and click to
the Current Prediction entry. The current prediction menu is opened
in the bottom left area of the screen. It provides the following func-
tions:
Click to Select File to open a GRIB file with

Activate Auto select if current data current data for another area.
according to your actual ship posi-
tion shall be loaded for visualization.
Click to Show Info to view details about

the selected GRIB file.
Interpolate between two time sets of current

data, i.e. between 12:30 and 13:00 UTC, or
select nearest time set or step through time
sets with previous and next.
Current data along an

active route
Each data point

comprises the time,
here 12:00 UTC, a
symbol according to the
size of current and to
the direction and the
value in knots.
Click to Show
Symbols and/or
Values button to show
corresponding data.
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Helicopter Guidance (optional tool for RADAR) Operating Instructions
12 Helicopter Guidance (optional tool for RADAR)
Open the Tools Bar and select HELO to display a

predefined safe landing path for monitoring the
approach of a helicopter. Choose between an adjust-
able path for regular approach (HCA-SCA) or a fixed
one for emergency approach (ELVA-FSC).
12.1 Characteristics
The landing path is defined by a triangle of 20° (10° to each side of the centre line) and a fixed length
of 2.0 NM or 3 NM. The centre line is marked every 0.5 NM. The complete landing path is marked with
a helicopter symbol. It can be labelled during system commissioning. The landing path is rotatable
around a fixed pivot point, typically the centre of the landing area. This pivot point is defined during
system commissioning. The orientation of the helicopter landing path can be set relative to own ship or
true to north.
The 2.0 NM landing path for HCA-SCA (Helicopter/Ship Controlled Approach) is set to minus 160 deg per
default and can be changed to any value by the operator.
The 3.0 NM landing path for ELVA-FCS (Emergency Low Visibility Approach) is fixed to 180 deg (REL).
A HELO Approach window is available for showing course, and speed over ground as well as bearing
relative to own ship and required course for own ship to follow the landing path as set.
2 NM
3 NM
Fig. IX / 2 HELO Ship Controlled and Emergency Low Visibility Approach
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Operating Instructions Helicopter Guidance (optional tool for RADAR)
12.2 Basic Operating
- Open the HELO expander and switch-on by means of the check box the presentation of the landing
path.
- The landing path is shown with a default bearing and length.
- Select either HCA-SCA (2.0 NM) or ELVA approach (3.0 NM).
- Click the triangle right of the bearing indication to enter a bearing for HCA-SCA approach manually.
- Select True or Relative bearing by means of the drop down-menu. For HCA-SCA the default setting
is relative bearing (R).
12.3 Adjust and Hide the HELO Landing Path
- If the landing path is presented, click on one of its lines to display the handles.
- Afterwards, the bearing of the landing path can be altered by drag and drop. The distance values
at the scale are always presented in an upright position.
- As long as the path is dragged, the balloon text shows the current bearing.
- By means of the Hide HELO Path entry in the context menu, the landing path can be deleted from
the PPI (or reset the check box).
Fig. IX / 3 Helicopter Landing Path Handling
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Helicopter Guidance (optional tool for RADAR) Operating Instructions
12.4 Set Flying Course of Ship to Catch the Helicopter
.In the first step identify the helicopter

target on the radar screen, click to it with
left mouse button in order to select it, and
open the context menu with right mouse
button, select Set HELO Target.
☞ Some helicopters especially the SAR
helicopters are fitted with a maritime
AIS transponder where the ship type
has been set to SAR aircraft. In this
case instead of the standard AIS symbol
the AIS SAR Aircraft symbol is shown. It
is oriented in the direction of the COG
of the aircraft. The lenght of the symbol
is about 6 mm.
Fig. IX / 4 Select Set HELO Target
In the next step open the context menu with

right mouse click and select HELO Approach.
The HELO Approach Box opens.
Fig. IX / 5 Select HELO Approach
This box shows the target data of the selected

helicopter target. The flying course of the ship is set automatically but can be
changed by the user to a planned value. Enter a new value if required and
click to Set.
Fig. IX / 6 HELO Approach Box
If the selected helicopter target is outside

the extended plus/minus 10 degree wide
landing path, the flying course of the ship
is not set automatically but the user has to
enter a value in any case. Afterwards click
to the Set button. This flying course is
displayed by a green arrow on the radar
screen. (see screenshot to the right).
Further-on true bearing (T) is set automat-
ically in the HELO expander.
Fig. IX / 7 Flying course of Ship
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ROUTE PLANNING AND
MONITORING
NACOS Platinum Navigation ROUTE PLANNING AND MONITORING
Operating Instructions Route Planning
1 Route Planning
This chapter describes the route related functions of the NACOS Platinum Navigation. It is applicable to
all SW versions. If menus between SW version 1.x and 2.x are different, this has been documented in
the corresponding text.
Route planning is based on sailing routes consisting of waypoints and straight legs between two adjacent
waypoints. These waypoints are defined by their geographical coordinates in WGS-84 format (the stan-
dard format of satellite navigation receivers and electronic charts).
A sailing route can be edited before a voyage takes place and can be checked well in advance against
unsafe depth areas and any obstructions as indicated in the ENC 1).
A number of sailing routes, i.e. all North-Sea Routes can be stored together in a common catalog. Several
catalogs can be managed by the NACOS Platinum Navigation.
Once a sailing route has been properly edited and checked it can be used for manual or automatic
steering. If a course has to be changed at a waypoint, a wheel-over point depending on the ships ability
to turn is automatically calculated during route editing and inserted into the route. If the ship reaches
this wheel-over point during the voyage a warning is given to the helmsmen to start the course change
maneuver.
For each leg of a route the navigator can define a maximum possible speed. Based on this input the
NACOS Platinum Navigation will calculate either a planned speed in order to reach the final destination
in a given time or an Estimated Time of Arrival (ETA) based on the maximum speed settings.
Route planning comprises the following steps:

Before starting with route planning prepare charts for the whole voyage. Please refer to the main chapter
about Chart Maintenance for further details. Then continue as follows:
1. Consider waypoint names, sequence, sub routes, and turning radius for wheel over point
2. Set the display of the route
3. Set the display of the chart
4. Open a catalog for routes
5. Open an existing route or create a new route
6. Add or insert waypoints in graphical mode
7. Work with the waypoint list
8. Save, rename or delete a route
9. Start check of the route
10. Result of geometrical check
11. Result of ENC check
12. Protect the route by signing it
- These steps are described one by one in the subsequent sub chapters 1.1 to 1.12.
In chapter 2 the route monitoring which is applied during the voyage is described, and in chapter 3
special settings, further information, and variants of SW versions are discussed.
1)
ARCS charts which are based on raster images have no information about depth and obstructions and
cannot be used for checking a route.
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ROUTE PLANNING AND MONITORING NACOS Platinum Navigation
Route Planning Operating Instructions
1.1 Consider at the Beginning
Numbering of Waypoints
Each route has a first waypoint and a last one. During editing, all waypoints are automatically numbered
consecutively, beginning at 1 for the first waypoint. All route functions refer to this sequence.
Naming of Waypoints
In addition to the number, every waypoint can be named by an entry in the waypoint list. This will
support later identification of a waypoint.
Sequence of Waypoints
The sequence of waypoints can only be sailed in the direction for which it has been generated.
However, the direction of a route can be reversed by means of a simple operating step during editing
and then processed further.
Dividing a Route into Parts
There is practically no limit to the number of waypoints or to the length of a route. Thus, the entire route
between two ports can be defined as one pre-planned track. But it might be appropriate to divide the
entire distance up into individual routes.
For example, if a port is approached from various directions along various routes, it might be appropriate
to perform separation into the port-related segment that is identical for all routes and the part that is
specific for the route concerned. In this way, the data relating to the port need to be input once only,
and the maintenance of these data only has to take place in one dataset.
WOP
Actual waypoint
(To WPT)
Track
ti on curve
ec
dir
g
ilin
Sa
Radi
Track
line Next
us
Last waypoint
waypoint
(From WPT)
Fig. X / 1 Shape of the pre-planned track in the case of course changes
Wheel Over Point

For the course change at the waypoint, the radius of the turn must be specified. The default value is 1
NM and can be modified by the user according to the actual maneuverability of the vessel. Based on this
radius the beginning of the maneuver is computed, the track curve leaves the track line 1) at the wheel
over point (WOP), and after completion of the maneuver it goes over to the next track line.
1)
Track line is a line joining two consecutive waypoints, also called leg in these operating instructions
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1.2 Set the Display of the Route
Browse Mode on ECDIS

If you want to edit the route graphically on the elec-
tronic chart, it is advisable to switch into the Browse
mode in order to be able to show any part of the sea
where the route shall be located.
Route Display Settings

Before route editing is started, the settings for
displaying the route in the chart should be made.
Open the Settings bar and select the Route entry
(Settings->Route in earlier SW versions).
Refer to the following picture to identify the items
that can be superimposed as additional information
to the route. The setting of the safety corridor is
described on page 397. At the beginning you may
just use a default value of 0.5 NM.
Safety corridor, its width is adjust-

able with the glider shown in above
window, there set to 0.5 NM.
During final check of the route all
obstructions registered in ECDIS
and falling within this corridor will
cause a warning
True bearing of the leg from

waypoint W2 to waypoint W3
(can be switched off)
Waypoint number (can be

switched off)
Wheel over point/wheel over

line, select between line or
point in above window (can be
switched off)
Fig. X / 2 Route Display Settings
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1.3 Set the Display of the Chart
1. Open the Settings bar and select the Draught

entry (Settings->Draft in earlier SW versions). Enter
the actual draft of your vessel (here i.e. 8.5 and 8.8
m). It is required for a correct setting of the safety
depth in the next step.
(Earlier SW versions have a slightly different appearance, first the value for Aft and then for Fore is shown).
2. Open the Settings bar and select the Depth
Contour entry (Presentation->Chart->Depth in
earlier SW versions). Set the appropriate Safety
Depth (here i.e. 14 m) for raising an alarm and the
corresponding Safety Contour for displaying the
safety contour line in the chart.
3. Consider that the automatic route check is
performed in any case against the ENC data inde-
pendent from the chart selected for display. But if
ARCS has been chosen for display, the menu shown
to the right is temporarily not available.
4. Switch on the display of the user made symbols,

lines and areas in the context menu of the PPI/Chart
area under Layer > User Symbols. 1)
5. Adjust the Range so that cells of the electronic
vector chart or raster charts which contain the
nautically relevant information for the planned route
are displayed.
6. Check whether chart cells having the appropriate
navigational purpose are present for the entire
track, at least over the width corresponding to the
Safety Corridor setting or to the Track Limit
contained in the route data-set.
7. For those areas of the planned route which are not covered by suitable ENC data cells, all nautically
relevant objects along the route can be marked by means of Own Safety Lines or Danger Highlights.
8. If raster charts are used, then 2) all nautically relevant objects along the route must be marked by
means of own Safety Lines or Danger Highlights for the entire track, at least over the width corre-
sponding to the track limit.
If no ENC cells are available for a route or parts of a route an actual

paper chart has to be used as the main basis for navigation
1)
The available functions of the context menu may vary with operating mode and SW version
2)
This is prescribed for ships with DNV approval and using raster charts.
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1.4 Open a Catalog for Routes
Open a Catalog
Open the Tools bar and select the Route
Explorer entry (Tools->Routes->Explorer
in earlier SW versions). In the left menu
the list of route catalogs is shown. Click to
one catalog in order to see the routes
contained in this catalog. These routes are
then shown in the right window.
Delete or Rename a Catalog 1)

A click with MORE (right-click) to one of
the catalogs opens a context menu for
Delete or Rename a Catalog.
Select one function with DO (left-click).
The entry Rename will open another
window for editing the name of the
catalog.
Enter a name from the keyboard and close
with OK.
1) Compared to earlier versions of the NACOS Platinum system route catalogs can not be created separately.
The catalog name is a property of the route. If a new route is created, a catalog name is assigned as well.
The catalog name is used as a sort criteria for routes. Deleting a catalog means to delete all routes which
have this catalog name as a property. But the catalog name can not be deleted separately.
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1.5 Open an Existing Route or Create a New Route
Open and Display a Route

Open the Tools bar and select the Route Explorer
entry (Tools->Routes->Explorer in earlier SW
versions). Select a catalog as shown in the previous
sub chapter.
Mark a route name by clicking on it one time (DO or
left-click, will be highlighted in blue), and then
• click to the Open button,
• or open the context menu with MORE (right-
click) and there click on Open or
• just double-click to the route name.
Once the route has been opened it is shown as an
orange colored line in the corresponding chart.
A route can display its waypoints and additional data

also as a list. For this purpose right-click on the route
name and select Waypoint List from the context
menu (in some versions the list is opened already if the The names of the routes contained in the
route is opened or activated). folder may be sorted ascending or
descending by clicking the Name control.
The route data are then displayed in the lower part of
the chart area in form of a waypoint list.
Create, Delete or Rename a Route
A click with MORE (right-click) into the window for
routes opens again the context menu as above with
further functions for New Route, Save, Save As...,
Delete Route, or Rename Route. Select one func-
tion with DO (left-click).
The entries Save As..., Delete Route and Rename
Route are only possible when a route is selected
(marked in blue).
Enter a name from the keyboard, select a catalog, and
additional information, and close with OK.
After having entered the name of a new route the first
waypoint named Initial waypoint appears in the
center of the screen which is also the current ship’s
position if the ship is centered (red arrow).
At the same time, you can select Waypoint List from
the context menu as above so that the waypoint list
appears in the lower part of the chart area showing
already the initial waypoint (next page).
Click on the waypoint symbol to mark it. The marked waypoint is displayed with a handle and can now
be moved to the desired starting point of the route. Pointing with the cursor to the waypoint opens an
information window with position, route name, etc.
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1.6 Add or Insert Waypoints in Graphical Mode
In the previous chapters (see page 366) we have learned, how to create a new route with just one initial
waypoint or how to open an existing route with a number of waypoints. In any case the subsequent step
is to add or insert further waypoints.
The easiest way is the graphical input mode with the mouse. This mode is described here. For the text
input please refer to the subsequent chapter about editing of further route data (see page 370).
Add one or more Waypoints

To add waypoints, click on the first or the last
waypoint symbol of the route to mark it (see
red arrow). Then right-click anywhere in the
chart to open the context menu.
In the context-menu, click on Route->
Continue Route to set the next waypoint.
From now on the cursor is displayed with a
dashed connection line to the previously set
waypoint and each click with DO (left-click)
adds a new waypoint symbol on the screen.
Its position is added at the end or the begin-
ning of the waypoint list.
Stop the sequence of adding waypoints by a click with MORE (right-
click), ensure that the mouse is not moved during right-click.
Insert a Waypoint
To insert a waypoint, click on the nearest
waypoint symbol of the route to mark it (see
red arrow). Then right-click anywhere in the
chart to open the context menu.
In the context-menu, click on Route->
Insert Before or Insert After to add a
waypoint. The position of the new waypoint is
inserted in the waypoint list.
Insert a Waypoint on a Leg The available functions of the context

menu may vary with operating mode
Click on the leg to select it; a marker is shown and SW version
in the middle of this leg.

Via the context menu you then have access to
the function Route->Insert Waypoint here.
In any case the new inserted waypoint will be set in the middle of the leg which then must be moved
manually to the wanted position in the chart.
Move a Waypoint
Click with DO on the waypoint symbol to select it. When the selection mark is shown, click on it and
hold the DO key and then move the waypoint symbol to the intended position on the screen.
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1.7 Working with the Waypoint List
The waypoint list provides an overview about all route parameters. Opening of the list has been shown
in the previous sub-chapters. The list has two views, a Planning View with Waypoints and a Sched-
uling View with Legs (or track segments).
The most important parameters are the waypoint number, the name, the position, the turning radius
(RAD) at the waypoint, the time of arrival (ETA) at this waypoint, and the calculation mode for ETA.
They are included in the first view. The name has to be inserted manually. All other data are generated
automatically during the graphic editing mode, but can be changed later.
Most of the data in the second view are generated as well by the NACOS Platinum Navigation by using
default values for the parameters, these can be changed later. A detailed list of all parameters is given
on page 394.
The columns of both views can be arranged or even hidden by the operator and they can be individually
printed out. More details can be found on the next two pages.
Fig. X / 3 Waypoint List - Planning View
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1.7.1 Planning View of the Waypoint List
The screen-shot below is showing the Planning view of the Variable Waypoint List:
Click to View in the headline to change be- Click to Options in the headline to set or clear
tween Planning and Schedule view and the Planned Speed Mode (refer to page 383)
set up a schedule for the opened route for details).
Click here to close the

display of the list
Click to Route in the
headline to Save,
Close, Check or Ac-
tivate the opened
route, see also text
below
The waypoint data are not automatically stored! After having finished the
editing process or even in between, just use Save from the route expander
or top line menu. With Close the list is left without saving.
i
Save is storing the edited route data on the hard disc, details can be found
on page 371. Close is closing the route without saving.
Activate is starting the route monitoring process during a voyage, details can
be found on page 380.
With Setup and Print Passage Plan the columns of the opened waypoint
list can be sorted for print-out and finally printed out on paper, refer to page
392 for details.
With Notes a small editor is opened to enter notes and hints for this route.
The function Reverse Route is changing the sailing direction. Waypoints are
automatically numbered in the opposite direction. Store under another name with Save As... from route
expander.
With Check Route an automatic check of the route for geometric mismatch and ENC objects is started,
refer to page 372 for details.
The position data shown here are inserted automatically based on the position, where the first waypoint
and subsequent waypoints have been graphically set by the operator. For each new waypoint that is set
by a mouse click, a new line in the waypoint list is added.
Click to one of the waypoints in the list with MORE (right-click) and select Edit Waypoint or Edit Leg to
modify data by text input (refer to page 370 and following for details).
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1.7.2 Edit Further Waypoint Data in the Waypoint List
To edit further data of a waypoint, click

with DO on this waypoint in the chart,
then right-click anywhere in the chart
to open the context menu.
In the context-menu, click on
Route-> Edit Waypoint to open the
waypoint editor.
If you want to delete the selected
waypoint, just click to
Route-> Delete in the context menu.
Name of the Waypoint

First give a name to this waypoint to ensure easier identification.
Position of the Waypoint
Check the position which results from placing the waypoint
graphically into the chart, adjust if necessary. Activate the Param-
eter Point if no turn should take place at this waypoint (see also
page 395).
Radius at this Waypoint
Check the required turning radius at this waypoint, default is 1
NM, adjust if necessary (see also page 396).
ETA at this Waypoint
Check the estimated arrival time at this waypoint, set to Specify
if it is a fixed time or to Calculate if it depends on a predefined
speed (default is 25 kn). More details can be found on page 384.
Notes for this waypoint
Enter any notes and hints which are important for navigation at
this waypoint.
Finally press OK and the waypoint list will show the following
updated line for waypoint no 5:
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1.8 Save, Rename or Delete a Route
Routes as shown in the waypoint list are not automatically stored to the file system on the NACOS Plat-
inum Navigation. Be sure to Save all your changes at the latest after completion of route editing. During
long editing sessions intermediate saving of data is recommended 1).
Save in the WP List
Select the Route pull-down menu in the headline of the
waypoint list by clicking with DO (left-click) to the text
Route (see red arrow)! Then click with DO to Save.
Save in the Route Expander

A route can also be saved from the route expander. Just
click with DO (left-click) into the right window of the
expander, a context menu is opened. Then click with DO
to Save.
If you want do discard your changes made to the
selected route, use Save As to store the version with the
changed dataset under a new file name. The initial route
remains with the old data set under the old name.
You may also delete the selected route with Delete or
rename the selected route with Rename. If you rename
a route the old name and the old route content is deleted
from the route list.
1) Refer to page 387 for details on storing data on USB devices.
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1.9 Start Check of the Route
Before a route can be used for sailing it has to pass an automatic check of the geometrical shape, i.e.
minimum turning radius and only if this check was successful a second check for obstructions or shallow
water areas contained in the ENC takes place.
Start the Check in the WP List

Select the Route pull-down menu in the
headline of the waypoint list by clicking
with DO (left-click).
Then click with DO to Check Route
(green arrow).
☞ If the route has been reloaded, the check results from a previous check are lost and the check must
be done once again. In this way it is ensured that the check is repeated with the actually valid draft
dependent depth contour settings of the most up-to-date electronic chart.
Comment on the Results

The possible results of the check are described on the next two pages, but in general it can be stated
as follows:
- When the entire preplanned track is shown without red ring symbols along the route and no alarm
icons are shown any more in the waypoint list, the check program did not find any violations.
- It may happen that errors or warnings remain displayed but in reality there is no serious problem
going along that route. The quality of the check-results is mainly depending on the contents of the
electronic charts.
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1.10 Results of Geometrical Check
If the check of the geometrical shape was not successful, a message

window as shown here to the right appears.
The corresponding waypoint is marked in the waypoint list with a
yellow warning sign (depending on SW version, the sign may be
slightly different).
Just point with the cursor to this sign and a small tool-tip comes up
with more details about the violation of the geometrical shape.
The yellow sign is by default in the first column of the list but can be set by
the user to any position as required (depending on SW version the sign may
be slightly different, in later SW versions a yellow square is used).
open tool-tip
In this case the position of waypoint 6 has to be modified such that the next waypoint can be reached
with the set minimum radius of 0.50 NM.
The part where the set minimum radius is too large compared to
the geometric shape which has been edited, is also marked in the
graphic presentation of the route (see red arrow in the small
picture to the right).
- This marked line and the corresponding yellow warning sign
are also already shown during editing.
Adjust the waypoint so that the marked line disappears or decrease
the set minimum radius in the waypoint list. The lowest value which
can be input here is 0.3 NM.
In addition a minimum distance of 200 m between two waypoints
should be fulfilled.
• Start with a new check after correction of the route.
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1.11 Results of the Check against ENC Chart and User Symbols
The check against the ENC chart comprises:

- check against the Safety Contour which has been set by the operator, see page 364
- check against the chart objects with a depth less than the Safety Contour Value
- check against Own Safety Lines and Danger Highlight Areas
- in addition all navigational warnings for this area are listed
The results of the route verification are shown in the waypoint list by small icons.
The yellow sign is by default in the first column of the list but can be set by the user to any position as required
(depending on SW version the sign may be slightly different, in later SW versions a yellow square is used).
Pointing on it with the cursor, gives again additional information on the check-results as a tool-tip. An
example is given below (cursor pointed to WP 5):
The results of the verification process are also made visible in form of red rings shown along the
route, an example is given below. Here the cursor has been set one after the other to the red rings of
the anchorage area, the depth area and the wreck. In this picture all three tool-tips are shown at the
same time to give an overview. On the NACOS Platinum Navigation only one is shown at a time:
For the verification of the route, the chart cells with the highest precision available on the system are
used as the basis. They might therefore differ from the cells used for the display. Because of this,
messages might occur which initially are in contradiction to the presentation of the pre-planned track in
the vector chart 1).
If the check showed passages which can not be sailed, the route has to be re-directed and checked
again. But typically a few warnings will still remain. In any case the route can be activated after check
independent from the results and number of warnings.
1)
To clarify supposed contradictions of this kind, it is helpful to switch to a different range setting and to use
the Chart Info box where required.
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1.12 Protect the Route against any Changes
Once a route has passed success-

fully the geometrical and the chart-
related check it should be protected
against any unintended or unautho-
rised changes.
Select the desired route from the
list of routes and open the route
action list with a right click on this
route entry.
Select the entry Sign Route.
The level 2 password menu opens.
Enter the password and continue.
The Sign Route menu opens.

It indicates that this route has now
been signed. To close the menu
click to OK or to the cross in the top
right corner.
Now, if there are any changes made
to this signed route and this route is
then activated, these changes will
be operative i.e. for track control,
but they can not be stored. The
original route is not affected by
these changes.
If this changed route shall be
stored, it has to be stored under
another name.
The signed route is marked with a
small lock symbol in front of the
route name.
If the cursor is moved over the route name, a status line Signed on: date is shown. 1)
The only way to change the signed route is to store it under a new name and delete the signed version.
The signed route can be deleted at any time.
1) If earlier routes from NACOS 1000 have been imported into a Platinum system, these routes are not supporting
the extended data structure with the Signed character. They can not be signed. The status indicator is showing
"Legacy route" for these routes. Save these old routes under another name. Afterwards they can be signed like
actual Platinum routes.
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Route Monitoring Operating Instructions
2 Route Monitoring
During the voyage, the NACOS Platinum Navigation performs a

number of nautical checks. This process is running on worksta-
tions with NACOS Platinum Navigation application independently
from each other.
If defined criteria, based on the ECDIS performance standards,
are infringed, an appropriate alarm is given when the respective
monitoring function has been switched on by the user.
The monitoring functions are based on the look-ahead sector as
set by the user. An example is shown in the screenshot to the
right. If a waypoint, a wheel-over point, any obstacle, danger area
or shallow water area are falling into this sector, an alarm or a
warning is raised. The look ahead sector can be set such that an
alarm well in advance is given.
The monitoring function can be divided into chart monitoring and
track monitoring as follows:
Chart monitoring
- raises an alarm if any dangerous chart object or user symbol 1) contained in the ENC are falling into
the look ahead sector
- raises an alarm if the safety depth (required for the own vessel and set by the user), is larger than
the depth indicated in the chart taking into account the length and the width of the look-ahead
sector
- is performed in any case independent from an activated route, monitoring is just based on the look-
ahead sector checking the area in front of the own ship independent from sailing on a route or
somewhere else
- is performed in the background and always based on ENC charts independent from the chart as
selected by the user (i.e. ARCS, or C-Map Prof.).
- If no ENC is available the check is carried out only against user symbols which have been placed by
the operator in advance on the planned route.
Track monitoring
- raises an alarm if the own ship is deviating from the activated route (also called System Route)
more than the XTD limit which has been set by the user for the actual leg
- raises an alarm if the next wheel-over point is touched by the look-ahead sector
- can be performed independent from the selected chart (ENC, ARCS, or C-Map Prof.) and also if no
charts are available for a certain area
1)
Only those user-made symbols which are classified as obstructions (like own safety line, danger highlight, buoys,
beacons, lighthouses, landmarks, etc.) generate an alarm in the monitoring process.
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Operating Instructions Route Monitoring
2.1 Preconditions for Chart and Track Monitoring
The following prerequisites must be fulfilled:

- The best possible sensors for position and speed over ground must be selected.
- By means of a comparison between the available position sensors, a check must be performed to
ensure that the selected position sensor is supplying correct and accurate position data.
- If an ENC vector chart is used, it must be available for the entire navigated area. Otherwise, own
safety lines and danger highlights must be placed by the operator as User Symbols along the
planned route where the vector charts are missing.
- If a raster chart is used, own safety lines and danger highlights for all potentially dangerous areas
and objects must be placed for the entire navigated area.
- The safety contour value must have been set correctly - see following sections.
- The used route must have been successfully checked and reasonable settings for the track limit (i.e.
the monitoring strip for the deviation from route alarm) must have been made for each leg.
- The latest relevant nautical warning information received by radio must be taken into account,
possibly by the editing of own safety lines or danger highlights or by manual ENC update (see main
chapter about Chart Maintenance).
- The check of the used planned route should, if necessary, be repeated after incorporation of the
received warning information.
- The alarm criteria must be correctly set - see the following sections.
In the case of doubt and once per year, the monitor performance must be checked. Please refer to the
main chapter about HW and SW Maintenance.
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2.2 Settings for Chart Monitoring
Safety Contour
Open the Settings bar and select the Depth Contour
entry (Presentation->Chart->Depth in earlier SW
versions).
Set the safety contour by shifting the safety depth glider
with the cursor to a safe value depending on the actual
draft (see also page 364), i.e. a value of 2.0 to 3.0 m
below keel.
Look-Ahead Sector
Open the Settings bar and select the ECDIS Alerts entry
(Alarms->Own Ship in earlier SW versions).
Set the look-ahead sector to a value which gives enough

time for any measures in case of an alarm, use the
combined setting of time and distance, whatever comes first
will raise the alarm. Activate Show on Chart to see the
sector as a yellow beam.
ECDIS Alerts
Open the Settings bar and select the ECDIS
Alerts entry.
Set the ECDIS alerts to the actual nautical
requirements of the passage, if in doubt activate
all of them.
The first three are part of the chart monitoring as
described on page 381.
The next two are part of the track monitoring as
described on page page 382.
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2.3 Additional Settings for ECDIS Hazards
From SW version 2.1 onwards an additional function for highlighting ECDIS hazards within the look-ahead
sector or the route corridor is available (this is just an indication, no alert is given). This presentation
feature can be switched off by the user individually (see page 129). In S-mode all three groups are acti-
vated:
1. Crossing safety contour 1)
2. Approaching navigational hazards
3. Crossing special areas (with all sub-areas)
2) Navigation hazard ahead

within the look ahead sector is
indicated with a yellow square 3) Crossing a special area with the
1) Crossing a safety contour look ahead sector, here PSSA (partic-
with the look ahead sector is indi- ularly sensitive area), is indicated by
cated by a red border line a yellow border line
2.4 Additional Settings for Track Monitoring
Cross-Track Limit
The cross-track limit is set in the
XTD Limit in the Planning View of the WP List waypoint list, the default value is
1.000 m.
Open the list and enter a value
which is adapted to your naviga-
tion. In open sea a value of 1.000
m might be appropriate. In narrow
waterways a value even as low as
100 to 200 m might be useful
Ensure that the XTD column is set to depending on the accuracy of the
visible, see ........ Click with MORE selected position sensor.
(right-click) into the waypoint line
and select Edit Leg. Open the editor
For each leg of the route an indi-
and enter the new value under XTD vidual value can be entered. If the
Limit. route is continued with further
waypoints the last setting is copied
to each new line.
1) Refer to page 128 for setting the depth value for the safety contour
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2.5 Activate a Route for Monitoring
System Route
Select a route from the route expander (it is marked in
blue), and click to the Activate button 1).
If the route was already open and has just been
checked, it is activated at once, otherwise an auto-
matic check takes place.
In any case the activated route will change its color
from orange to red and will from now on be distributed
to other NACOS Platinum Navigation (or workstations)
for system-wide use.
The route is displayed with all warnings (red rings)
inside the safety corridor resulting from last check. If
no corridor has been set, or if the corridor is changed
during monitoring, no warnings will appear.
The activated route is treated as System Route until it
is deactivated again or until another one is activated.
The System Route has the following properties:
- it cannot be deleted from the screen,
- it cannot be modified or reloaded,
- it is used for chart and track monitoring
- it is used for calculation of all data shown in the
Route Monitoring window,
Alternative Routes
Even if you have activated a route, it is possible to
load other routes from your catalogs and to display
them as well as to edit, modify and save them without
interfering with the activated System Route.
All loaded routes can be displayed with their waypoint lists in the lower part of the application area. Each
route has an own tab showing the route name. Clicking on the respective tab of a route brings the
selected waypoint list into the foreground. If another route shall be used as activated route, it must be
loaded and checked beforehand.
Previously used waypoint lists can be switched off from being displayed by clicking on the small cross in
the Route Name tab of the waypoint list. But they still have to be closed with the button in the headline
of the route expander.
Copy a Route
If you want to create a copy of a opened or activated route, use Save As... in order to store it under
another name to the same catalog.
1) As described earlier, the route can also be activated from the buttons in the top line of the WP list, see page 369.
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2.6 Chart Monitoring
Warning against Sailing into an Area of Insufficient Depth

When a Safety Contour or
another area with insufficient depth Safety contour
Look ahead sector moves
(less than the set safety contour along with the ship, its direc-
value) is touched by the look ahead Ship's position when the tion is always the same as
sector, e.g. an object belonging to Crossing Safety Contour the ship's direction of move-
ment (the guard sector can
the object class Land Area, the alarm occurs
be displayed on the screen)
Crossing Safety Contour alarm
appears in the alarm list.
Look ahead sector width, set
The safety contour is formed from in the Alarms > Own Ship
all objects of the object classes menu
Land Area and Inter-tidal Area and
from the objects of the object Ahead Sector Length as set in
Alarms > Own Ship under
classes Depth Area or Dredged Area Distance
whose depths are equal to or the
next size greater than the value
entered as Safety Contour.
For this monitoring, the cells with the highest precision available in the chart database are used. They
might be different from the cells being used for display. It is therefore helpful to use another display
The output of the safety contour alarm can be generally suppressed by means of the Safety Contour
Alarm check box under Alarms > ECDIS Alerts.
Monitoring against Chart Objects

If the look ahead sector touches an ECDIS object such as Restricted Area, Caution Area, Traffic
Separation Zone or Buoys, Beacons, etc., the alarm Crossing Special Area appears in the alarm
list. This alarm appears as well if objects are touched which belong to particular object classes and are
provided with depth information (e.g. Underwater Rocks, Wrecks) and whose depth is less than the value
entered as Safety Contour.
Again the output of these alarms can be generally suppressed by means of the check boxes Crossing
Special Area. For the Special Area alert monitoring, the priority in the alarm list can be set to warning
or caution level. Cautions are announced without activation of the buzzer.
Monitoring against User Symbols

If an Own Safety Line is touched or crossed by the guard sector, the Navigation Hazard Ahead
caution appears in the alarm list. The alert appears only if the own safety line is touched from within the
safe area. The own safety line is indicated by a hachured line, where the non safe side of the area behind
is indicated by a series of short small lines.
The same alarm is issued if one of the user-made Symbols (e.g. buoys, beacons, wrecks or other under-
water hazards) is touched by the look-ahead sector.
If an area belonging to the object class Danger Highlight is touched by the look ahead sector, the alert
Crossing Special Area appears.
Again the output of these alarms can be generally suppressed by means of the check boxes Navigation
Hazard Ahead and Crossing Special Area.
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2.7 Track Monitoring
Monitoring of the Track

Open the Tools bar and select the Voyage
Monitoring entry (Tools->Routes->Monitoring
in earlier SW versions).
Open the Route Monitor and use the actual track
data to keep the vessel on track.
The monitor is showing the cross track deviation
as well as distance and course to the next wheel
over point and to the next waypoint.
Alarm on Deviation from Route

If the deviation of the own ship's position from
the pre-planned track is greater than the Cross-
track alarm limit set in the System Route under
XTD LIM for the current leg, the alarm message
Deviation from Route appears.
Open the Settings bar and select the ECDIS
Alerts entry (Alarms->ECDIS Alerts in earlier SW
versions) to activate the relevant alarm function.
The off-track limit value currently valid for the
actual leg is displayed in the XTD LIM column of
the waypoint list.
Alarm on Approaching the next Waypoint

When the remaining traveling time to the next
wheel over point (WOP) becomes less than the
value of the look ahead distance or the time
displayed in the ECDIS Alerts menu (Alarms->
Own Ship in earlier SW versions), the alarm
message Approach to Waypoint appears.
By switching off the function Critical point on
route alarm, the output of this alarm can be
suppressed for this workstation, even if the other
route related alarms are not suppressed.
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Operating Instructions Route Scheduling
3 Route Scheduling
The Time Schedule function provides the Calculated Speed for reaching the final waypoint of a route
within a given time frame defined by Departure Time and Arrival Time (also called ETA, estimated
time of arrival).
Alternatively the time frame is calculated for a Planned Speed. The time frame can be defined either
by a given Departure Time or a given Arrival Time. The missing parameter is calculated.
Time Schedule with Planned Time Frame

The default setting for a new route is the actual time used as the Departure Time at WP1. It is shown
in the field ETA/ETD. The default ET Mode is set to Calculated.
For each new waypoint which is added to the route, the arrival time at this waypoint using the default
speed of 25 kn is calculated.
The time frame can be defined by setting the departure time (ETA/ETD field) at WP1 and the arrival time
at the last WP to the required time (again ETA/ETD field). Further-on the ET Mode has to be set to
Departure at WP1 and Arrival at the last WP.
Now the Time Schedule function calculates the required speed considering the maximum speed limit
which can be set for each leg individually.
Time Schedule with Planned Speed

The default setting for a new route is the actual time used as the Departure Time at WP1. The default
ET Mode is set to Calculated.
For each new waypoint which is added to the route, the arrival time at this waypoint using the default
speed of 25 kn is calculated.
The resulting Arrival Time is shown for each waypoint and also for the last WP in the field ETA/ETD
without any further operating steps.
In many cases the default speed of 25 kn has to be adjusted to the individual performance of the vessel
which might be in addition different for each leg of the route.
The general setting for all legs of the route is done in the top line of the WP list, an additional setting
for selected individual legs of the route is done in the corresponding field for calculated speed (calc.
SPD) in the selected data line.
- In both cases the computation is done each time again when you enter a route parameter which is
changing the route distances, the relevant speed values or the ETA/ETD values.
- In both cases the calculated speed for each leg is displayed under calc. SPD in the waypoint list,
and can be used by the operator as the current speed setting during manual speed control. The
calculated speed values are in any case limited to the MAX SPD values which may be defined differ-
ently for each single leg of the entire route.
- Additional to the time and speed data the entire sailing time will be displayed to the right of the
Planned Speed controls or at the bottom of the WP list.
- If you load or reload a route, or a new one has been created, the program will set all calc. SPD
values to the MAX SPD values contained in the route. At the same time a time schedule will be
calculated based on these speed values and the first and last waypoint will contain the implicitly
resulting departure and arrival time.
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Route Scheduling Operating Instructions
3.1 Enter Time Schedule in WP List
Planned Speed Mode - This mode is the default mode. The two larger screenshots below are showing
the initial settings after having entered a new a route. The ETA times are automatically set to the actual
time, the arrival time in the last ETA field is calculated based on the Planned Speed setting of 8 kn.
ETA Mode - Change to this mode by setting the Mode in the waypoint editor menu at bottom left from
calculated to specify. Enter a new time for the first waypoint and a new arrival time for the last waypoint.
The Speed is automatically updated, here from 8 to 2.6 kn. Refer to the two small screenshots to see
the difference between the two modes.
Click to View and Click to Options and Set Use Cancel to empty the
Planned Speed Mode Select a waypoint, highlighted
Planning to show Planned Speed box, the de-
to open this sub-menu in blue, open the context menu
the Planning part fault speed is applied again
and set a speed. with MORE (right-click) and se-
of the WP List!
lect Edit Waypoint, the way-
point editor as shown at
bottom left is opened. Set from
Calculated to Specify and enter
a departure time, select last
waypoint and repeat for arrival
time!
Total distance and

sailing time Click to View and
Schedule to show
the Schedule part
of the WP List
Automatically updated Speed

field after having entered new
departure and/or arrival times
Fig. X / 4 Time Schedule on WP List
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Operating Instructions Route Scheduling
3.2 Monitoring the Time Schedule During a Voyage
The Time Schedule Monitor is a visual tool supporting the oper-

ator in the accurate execution of a planned schedule.
The Time Schedule Monitor is based on an orange rectangle
starting at the planned time at waypoint 1 of the activated track and
running along this track with the pre-planned speed. As long as the
own ship symbol is inside the box, it is sailing according to the plan.
The monitor is started as follows:

First activate a route, than check the box Show Schedule Box in
the Options menu of the waypoint list as shown below.
If the activated route has a time
schedule with a departure time for
the first waypoint and arrival times
(ETA) for the subsequent
waypoints a rectangle with an
orange outline will be shown at
departure time enclosing the first
waypoint. The display of the rectangle is independent from the actual position of the ship. The rectangle
will move along the track according to the time schedule. It will arrive at the last waypoint at that time
which has been entered for ETA at the last waypoint. This is again independent from the own ship posi-
tion.
As long as the own ship is sailing on schedule the rectangle will enclose always the own ship symbol.
Both objects, own ship symbol and the rectangle will move along the track matching as long as the
schedule is matched.
If the ship is sailing too slow, it will be caught up by the back of the rectangle, if it is too fast, it will
touch the front line of the rectangle.
By observing the graphical presentation the operator can easily adjust the speed so that the planned
arrival time will be met.
If a route is activated i.e. half an hour later than the departure time the rectangle is placed at the loca-
tion where the ship should be after half an hour of sailing.
If a route is activated earlier, the rectangle will start to move at the planned departure time only.
The length of the rectangle is equivalent to the distance which the own ship can sail in two minutes. The
width is identical with the safety corridor of the route which has been set during the editing phase. It is
typically a value between 0.5 and 3 NM.
At the same time the actual deviation from schedule is displayed in the headline of the waypoint list.
In the example shown below the arrival waypoint is Las Palmas Pilot, this is WP (15), and the distance
is 1692.5 NM with an ETA of 19th Aug 2013 02:30 with 10.8 kn. The actual delay is two days and 8:30
hours.
Actual Delay
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Route Scheduling Operating Instructions
3.3 Automatic Rescheduling of a Voyage
The Time Schedule Monitor function as described in the previous chapter can be combined per config-
uration setting with an automatic rescheduling function. This automatic function has to be activated
during system commissioning by a service engineer (latest SW version).
If available it initiates an automatic re-scheduling whenever the ship is caught up by the monitoring rect-
angle. The rescheduling will change the speed settings for the upcoming legs either slowing down or
speeding up but taking into account any speed limitations and the maximum speed of the ship.
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Operating Instructions Route Export and Import (Back Up and Printout)
4 Route Export and Import (Back Up and Printout)
Routes can be exported from the NACOS Platinum Navigation system by three different
ways:
• The complete set of routes which are stored on the
NACOS Platinum Navigation system can be stored on an
USB memory stick for later back up purpose. The export
can be carried out from any workstation on-board. All
workstations are using the same data base.
• Selected routes and directories can be exported from

NACOS Platinum Navigation system to an USB memory
stick in order to process them on third party systems. The
routes are exported with a basic data format describing
just waypoints and legs but sufficient to be used directly
for track control.
• The passage plan for a selected route can be printed out

on paper or into an XPS file.
Routes can be imported into the NACOS Platinum Navigation system by two different ways:
• The complete set of routes which have been backed up
earlier can be loaded again into the NACOS Platinum Navi-
gation system in order to restore the route data base.
Each route is loaded with its full data set with all NACOS
Platinum Navigation specific data. It is important to note,
that all routes which are on the system already, are over-
written by this procedure. The back-up can originate from
your current workstation, from any other workstation on
your ship, or from any other ship with a NACOS Platinum
Navigation system.
• Selected routes and directories can be imported into the
NACOS Platinum Navigation system in order to add routes
which have been generated on third party systems. The
routes are loaded with a basic data format describing just
waypoints and legs but sufficient to be used directly for
track control. Those routes which are on the NACOS Plat-
inum Navigation system already, are not overwritten by
this procedure.
The different ways are described in detail on the following pages.
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Route Export and Import (Back Up and Printout) Operating Instructions
4.1 Backup of Routes
User-defined Routes can be saved on USB memory stick. This is important for backup i.e. if a display
electronics unit has been exchanged and all routes shall be restored.
Further-on the routes can be distributed to other ships fitted with Platinum systems as well.
1. Navigate to the Super Home menu and click
on Maintenance > Nautical Charts.
2. As a result, the world chart together with a
main selection sidebar and a protocol
window appear.
☞ If the chart maintenance is started for the first
time after power-on, the database will be checked
automatically. This will take some minutes but is
not indicated, please just wait. Any errors will be
displayed in the protocol window underneath the
world map.
3. In the Tool bar chose to Backup/Restore

Routes. In earlier SW versions operating is
similar with the expander.
4. In the Function group, select Backup

Routes.
5. Under Backup to choose the device which is
to be used as backup media, typically an USB
memory stick which has to be inserted
before.
6. Click to Browse to open a window in which the archive directory and/or path can be selected.
Existing routes in this archive directory will be overwritten. A warning is given before.
-or-
7. If a new archive directory is to be added, check New Archive and enter the desired directory
name.
8. Click on Start: Backup Routes.
☞ The backup may take some minutes depending on the number of routes.
When the backup is completed a corresponding message is

shown.
In an integrated system with several MFDs (workstations)
connected to each other by the network, each MFD has
stored the same route data. Backup is only required from
one of these MFDs. Restoring is overwriting the route data
of all MFDs (workstations).
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4.2 Restoring of Routes
User-defined Routes can be restored from USB memory stick. This is important if i.e. a display elec-
tronics unit has been exchanged and the route directory shall be built up again with exactly the contents.
Further-on the routes can be distributed to other ships fitted with Platinum systems as well.
☞ The restore step will always overwrite all existing routes on your system. After any restore activity
your display electronics shows exactly a one-to-one copy of the contents on your USB memory stick.
☞ If sets of routes from different sources shall be combined, they have to be merged first on the USB
device and afterwards the complete set of routes can be copied to your workstation. Routes from
former NACOS systems XX-4 and XX-5 with Radar 1000 and 1100 can be imported as well.
1. Navigate to the Super Home menu and click

on Maintenance > Nautical Charts.
2. As a result, the world chart together with a
main selection sidebar and a protocol
window appear.
☞ If the chart maintenance is started for the first
time after power-on, the database will be checked
automatically. This will take some minutes but is
not indicated, please just wait. Any errors will be
displayed in the protocol window underneath the
world map.
3. In the Tool bar chose to Backup/Restore

Routes. In earlier SW versions operating is
similar with the expander.
4. In the Function group, select Restore

Routes.
5. Under Selected Path: choose the device
which is to be used as restore media.
6. Click to Browse to open a window in which
the archive directory and/or path can be selected.
7. Click on Start: Restore Routes.
☞ The restoring procedure may take some minutes depending on the number of routes.
When the restoring is completed a corresponding message is shown.

In an integrated system with several MFDs (workstations) connected to each other by the network, each
MFD has stored the same route data. Restoring is only required to one of these MFDs. Restoring is over-
writing the route data of all MFDs (workstations).
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4.3 Exporting Routes to Third Party System
Later SW versions (starting with 1.0.14) of the NACOS Platinum system come along with a route data
export function. It is achieved by exporting selected routes in XML file format or a whole directory to an
USB memory USB stick.
1. Insert an USB memory stick to the display elec-

tronics.
2. Select a route catalog.
3. Select with DO (left mouse click) the route to be
exported, here Amsterdam-Hamburg.
4. Select further routes by pressing CTRL and
clicking at the same time with DO to further
route file entries.
5. With the More key (right mouse key) open the
context menu and select the entry Export
Route.
6. The selected routes are exported as XML file
containing the most important route data.
7. Alternatively select a route directory in the left column.
8. With the More key (right mouse key) open the context menu and select the entry Export Route.
The routes are stored in the directory "RouteExchange" on the USB memory stick. If not existing, it is
automatically generated. A typical route data format is shown in the following example:
The Header data block introduces each route data file:
<?xml version="1.0" encoding="utf-8" ?>
<RouteModel
xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance"
xmlns:xsd="http://www.w3.org/2001/XMLSchema"
xmlns="http://www.sam-electronics.de/2010/reducedRouteModel.xsd">
<Name xmlns="">Rostock Seekanal</Name>
The Waypoint data block is repeated for each waypoint:

<Waypoints xmlns="">
<Name>Pagenwerder</Name>
<Latitude>0.94538441945694</Latitude> (=54°09.992’ N)
<Longitude>0.21119316376426958</Longitude> (=012°06.029’ E)
<Notes>Keep STB</Notes>
<SailMode>1</SailMode> (=RL or rhumb line)
<Radius>1852</Radius> (=1 NM)
</Waypoints>
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4.4 Importing Routes from Third Party System (also NACOS xx-4 or -5)
Route data import is achieved by loading selected routes in XML or text file format from an USB memory
stick into the NACOS Platinum Navigation system.
1. Insert an USB memory stick to the

Platinum display electronics and open
the Explorer Menu under Tools ->
Routes.
2. Select the route catalog where the
imported routes shall be stored.
3. Click with More key (right mouse key)
into the left Route Explorer window to
open the context menu and select the
entry Import Routes.
☞ This entry is only selectable, if a
RouteExchange directory is on
your USB stick. 1)
4. A sub-menu for Select Routes for

import into the Ships Database is
opened. It shows the available catalogs
(directories) under RouteExchange.
5. Select one of the catalogs, here Baltic Sea, and all routes in this catalog are shown and highlighted.
Just press the Import button to transfer all these routes.
6. Otherwise click to the desired routes one by one to delete the default selection and select those of
interest, then press the Import button.
1) The routes on your USB stick have to be kept in a top level directory named RouteExchange. This directory has
to be structured in further sub-directories (named e.g. Baltic Sea, North Sea) where the routes are stored. The
RouteExchange directory can be created on the Chartpilot of a NACOS xx-4 or -5 system during the route export
procedure, use Edit New Folder and Apply, or automatically on a Platinum system by exporting any route to
your USB stick, or finally also on any host PC with a Windows explorer. The necessary sub-directories are gener-
ated automatically by a NACOS XX-4 or -5 system.
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4.5 Printing out a Passage Plan
The waypoint list provides a

function to print out the actually
presented route as a passage
plan. An example is shown to the
left.
The print-out can be directed either to a network printer

connected to the NACOS Platinum Navigation, to an XPS-
file which is stored on a default directory on the NACOS
Platinum Navigation, to an external device such as an USB
stick, or to a fax address.
WP List
The version with the variable WP list is combined
with a variable passage plan. Click to Route->
Set-up Passage Plan to arrange the print-out as
shown below.
Afterwards click to Route->Print Passage Plan
and choose one of the options. For each option a
corresponding sub-menu is opened for the selec-
tion of the directory or fax address.
Customize Variable Passage

Plan
The columns of the plan can be
arranged individually before print-
out. Select A4 or US letter paper
and portrait or landscape format.
Drag the columns as required, right
click on a column to add or remove
them, or use the Add button to add
another parameter to the right. In
the last position the actually avail-
able space on the paper is shown in
percent.
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Operating Instructions Further Information for Route Planning
5 Further Information for Route Planning
The following sub-chapters are describing further special functions for route planning which are not
initially required during first editing and first application of the route monitoring function:
- Overview of route parameters
- Parameter points
- Predefined radius
- Setting the safety corridor
- Repetition of alarms
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Further Information for Route Planning Operating Instructions
5.1 Overview of Route Parameters
Waypoint Parameters
1 No. Waypoint sequence number, starting with 1, automatically increased
2 Name Enter a name for this waypoint to identify it during the voyage, i.e. lands end
3 LAT Latitude of this waypoint (in WGS-84), automatically set by shifting the waypoint
4 LON Longitude of this waypoint (in WGS-84), automatically set by shifting the waypoint
5 RAD Radius in NM of the planned turn at this waypoint, default 1 NM, set as required
6 ETA/ETD Estimated Time of Arrival or Departure for this waypoint, set as required
7 ET Mode Select Calculated, Arrival, or Departure as method for calculating ETA/ETD
8 PP Set to PP if no course change shall take place at this waypoint 1)
9 Notes Enter hints, cautions, warnings which are displayed during the voyage at this waypoint
1)
Parameter Points are points where only additional parameters like speed, notes etc. are changing. See page
395 for details.
Leg Parameters
10 From - To The two waypoints enfolding this track segment or leg, automatically inserted
11 DIST Length of the leg in NM including length of any curved track line, calculated
12 BRG Bearing of the leg, also course over ground to be steered on this leg, calculated
13 calc. SPD Calculated speed for a leg, in ETA mode autom. updated, for manual speed setting
14 MAX SPD Maximum speed set by the operator as an upper limit for the calculated speed
15 CRS LIM Course limit valid on this leg (option not used here)
16 XTD LIM Alarm limit for deviation from planned route, used for ECDIS monitoring
17 Sail Select sailing mode RL or GC on this leg (default is rhumb line with constant course)
18 ECON Rudder economy on this leg (not used, option in combination with Trackpilot)
Table X / 1 Overview of Route Parameters
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5.2 Parameter Points
Select the leg of the route displayed on the screen and by a click with MORE open the Route context
menu in the application area. A click on Insert a Waypoint Here first inserts a normal waypoint in the
middle of the leg.
Select the new inserted waypoint in the list (check the waypoint number) and activate the PP (Parameter
Point) check box. This waypoint will now be displayed with a small square symbol.
With the graphical cursor on this symbol and pressing down the DO key you can now move the param-
eter point along the preplanned track line. Releasing the DO key will fix the Parameter Point's position
on the leg.
- Do not shift the parameter point into the curved part of the displayed route.
Repeat the above procedure in order to add more parameter points on a leg.
- Do not shift a new parameter point across already available parameter points.
Note:
The insertion of parameter points on a leg does not create any course change at these points.
With other words, a parameter point is not part of the course change alarm management (No Waypoint
Approach and no Wheel Over Point alarms).
But by use of parameter points you can easily add changes of route parameters like
- Off Course Limit (CRS LIM) and Off Track Limit (XTD LIM)
- Sailing Mode (Sail Mode)
- Rudder Economy (ECON)
- Planned Speed (MAX SPD)
on different parts of a leg.
Changing the planned speed on a leg is done by changing the MAX SPD value, which then also changes
the Calc. SPD value in the Route List.
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5.3 Predefined Radius
- Already during editing of the route, it is advisable to check and adjust the radius for the first
waypoint. The default value is 1.00 NM. This radius will be copied to all other added waypoints until
you set another radius. In this way it can be verified "on-line" during editing if geometric constraints
(matching of length of the legs, radius, and amount of course change) are violated.
- It is recommended first to use an initial radius for sailing with nominal speed which could later be
adjusted for your needs and depending on the results of the verification of the route on the chart
display. The initial radius should create a rate of turn far below the maximum rate of turn you would
normally accept for your ship under the planned loading conditions.
- The predicted steady state turn-rate at a waypoint caused by the planned radius can easily be esti-
mated by the calculation:
ROT [°/min] ~ sailing speed [kn] / radius [NM]
Speed Radius ROT

[estimated]
25 kn 1.00 NM ~ 25 °/min
25 kn 0.50 NM ~ 50 °/min
12 kn 1.00 NM ~ 12 °/min
10 kn 0.10 NM ~ 100 °/min
Be sure not to plan too small radius values at high speed which might guide your
helmsmen to apply too high and possibly dangerous turn-rates on your ship.
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5.4 Setting the Safety Corridor
The pre-planned route can roughly be checked during editing already if an appropriate Safety Corridor
is selected under Settings > Route. The displayed corridor around the route helps to support the oper-
ator during creation of the route when the display area covers the sea area of the route or of parts of it.
At any time during editing the width of the safety corridor can be adjusted for the visible part of the
route. In any case it is then valid for the complete route.
If you use a new route for the first time it could be sufficient to define a general minimum passing
distance (for instance 250 m or another safe value) in order to be on the safe side when the program
checks the route for the first time.
Details, like adapting the radius, the track limit and other values could be adjusted following the
messages about violations after the route checking function has been executed.
5.5 Repetition of Alarms
An alarm is only repeated if an object belonging to a different object class is

touched or if the same object class is touched within a smaller distance or time.
If, for example, the ship is sailing along a line of buoys and is too close to them, the alarm Crossing a
Danger appears only for the first buoy, but it can be acknowledged and remains in the alarm list until
this type of violation is no longer found within the guard sector. Thereafter a new violation can activate
the same alarm again.
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CONNINGPILOT
NACOS Platinum Navigation CONNINGPILOT
1 Overview
The CONNINGPILOT combines the most important indicators both for navigation and propulsion control
on one screen.
Operating of the CONNINGPILOT is required only for the selection between different well-proven combi-
nations of indicators for open sea or harbour areas and for the most suitable arrangement of the indica-
tors within a combination.
The CONNINGPILOT is available either
• as a second monitor of a RADARPILOT or MULTIPILOT installation,
• or as one further application of a RADARPILOT or MULTIPILOT on the same monitor,
• or finally on a separate electronics unit with its own monitor.
The CONNINGPILOT screen is divided into three areas,
• a left Conning Sidebar similar to RADARPILOT and MULTIPILOT but with permanent tabs for
for alarms, for TRACKPILOT, and SPEEDPILOT Expander, and a number of various indicators,
• a centre area for graphical visualization of Navigation Data mainly determined by the
compass scale and the own ship symbol,
• and a right part for graphical visualization of Propulsion Data mainly determined by the ship
symbol with its engines, propellers, thrusters, or rudders.
Fig. XI / 1 Overview of the Conning Screen
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CONNINGPILOT NACOS Platinum Navigation
1.1 Conning Sidebar
The Conning Sidebar provides a permanent indication of the top alarm line, of the TRACKPILOT expander
(if TP is installed), of the SPEEDPILOT expander (if SP is installed), and of further tabs to open for
various graphs depending on the actual installation.
The alarms tab and the expanders for TRACKPILOT and SPEEDPILOT are the same as for RADAR and
ECDIS.
Please refer to the corresponding descriptions in the general chapters about ALARMS, TRACKPILOT, and
SPEEDPILOT.
.
The Wind & Current expander

displays an overview of the actual
wind and current data. The wind
direction can be set as relative or
true, the unit for the wind speed
can be set as knots or m/s.
The actual measured current is

always true and in kn. Current
data can only be calculated if SOG
and STW data are available and
valid.
Depth below transducer

shows the value of the actual
measured depth below transducer
delivered by the depth sensor. The
depth history is shown in the
depth expander.
Click to one of the buttons to open

The Recording expander provides the Tools bar and select another
control graphics for the autopilot indicator for display. Close an indi-
in form of a rudder recorder, and cator again by clicking to the cross
for ROT, Speed, and Wind. in the top slider.
Fig. XI / 2 Conning Sidebar
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Operating Instructions Displays in the Centre Area
2 Displays in the Centre Area
As a minimum, three different views of the centre Conning screen are available:
- Conning Home. It shows the most important conning data for open sea navigation according to
the settings of the operator.
- Conning Display with Waypoint List provides a combination of the most important conning data
and the actual waypoints of the present system route.
- Docking Display. In this display, the movement of the ship is visualised with detailed data for
heading, rate of turn and speed.
Other displays may be available depending on the system configuration and the available sensors and
interfaces.
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Displays in the Centre Area Operating Instructions
2.1 Conning Home for Navigation Data
The Conning Home Display for Navigation Data is presented in the centre area of the screen.
This window is opened per default when the CONNINGPILOT is started, it is also accessible by the corre-
sponding link in the bottom line or by the button in the top line to the right.
Rate of turn numerical value and graphic indication, computed from the
change in the gyro heading values supplied by the compass system.
Red bar to the left: Ship is turning to port.

Green bar to the right: Ship is turning to starboard.
Click to open
another Conning
TRACKPILOT oper- page, i.e. with
ating mode waypoint or
docking
Click to the small

triangle to change
the scaling
Heading indication with the
Set, Actual and Next values
used by the TRACKPILOT Drift angle value
in Heading mode. calculated by
TRACKPILOT
Speed vector with drift Off Course/ Off

angle Track numerical
value and trend
The speed vector is calculated indicator, click to
by the MFD and is related to the
CCRP (system position). the small triangles
to change the
scaling
Indication of the maximum Wind direction and

value representing the speed indication
length of the speed vector.
The speed vector over
ground is true to scale until
5 kn. Above 5 kn the Drift angle value
length is limited and repre- calculated by MFD
senting a direction only. (later SW version)
or TRACKPILOT
(earlier SW version)
Links for the quick access to the other

windows
Drift angle values calculated by the MFD (workstation) are related to the CCRP (typically the conning posi-
tion on-board), drift angle values calculated by the TRACKPILOT are related to the track control position
(typically the location at the bow, where the doppler log is installed). On straight heading and no external
forces (wind, current) the two drift angle values are identical, during and after heading change or changing
of the external forces the information will differ for a period of time.
Fig. XI / 3 Conning Home Display
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Operating Instructions Displays in the Centre Area
2.2 Conning Home with Waypoint List
The Conning Home with Waypoint list is presented in the centre area of the screen alternatively to
Conning Home. This window is accessible by the corresponding link in the bottom line or by the button
in the top line to the right.
This window shows in addition to course related data a detailed information about the active system
route. The values are updated periodically, the sensor data are displayed in real-time.
Click to open
another Conning
page, i.e. with
navigation or
docking
Active
System Active leg
Route
data
Fig. XI / 4 Conning Home Waypoint List
The ETA at Wheelover-column indicates the estimated arrival times at the wheelover-points calculated
by the system. Additionally, the planned and actual ETA at the specified Arrival point is shown together
with the calculated Delay or Spare time of the time schedule.
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Displays in the Centre Area Operating Instructions
2.3 Docking Display
The Docking Display is presented in the centre area of the screen alternatively to Conning Home. This
window is accessible by the corresponding link in the bottom line or if opened already once, also by the
tab in the top line. This window shows in addition to heading and ROT the own ship symbol with
attached speed vectors. The direction of the ship’s movement is indicated by green and red triangles
which are moving in the corresponding direction.
Rate of turn* numerical value and

graphic indication. Green and red
for STBD/PORT turning direction.
Actual gyro heading
Longitudinal
speed indica-
tion, numerical
value graphic
indication.
Bow and stern

transversal
speed indica-
tors, numerical
value and
graphic indica-
tion.
Green and red
for STBD/PORT
turning direc-
tion.
* The indicated ROT

value (numerical and
graphics) is calculated
Links for the quick access to the appropriate by the system from the
window. gyro-heading received
from the selected
heading sensor.
Fig. XI / 5 Docking Display
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Operating Instructions Propulsion Data Display
3 Propulsion Data Display
The Propulsion Data Display is presented in the right area of the screen. This window shows the own
ship symbol with attached generators, engines, propellers and rudders, or thrusters. The status, the revo-
lutions, the power and the direction of force are visualized. The values are received either from the auto-
mation system or in systems with TRACKPILOT also by the TRACKPILOT Interface.
-> The figure below is an example only. It may vary significantly from the display on your system
depending on the real arrangement of engines and rudders etc.
Bow thruster power and

thrust direction in %
Electrical power delivered

by the generators
Total electrical power deliv-

ered by the generators
Shaft power and revolution Shaft power and revolution

speed of the port main speed of the starboard
engine main engine
Rudder angle from the rudder angle sensor.
The thin red lines indicate the rudder limit set

during commissioning.
The orange lines indicate the set value of the
active TRACKPILOT.
Fig. XI / 6 Propulsion Data Display
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Alarm List Operating Instructions
4 Alarm List
The alarm list, which is introduced in the main chapter ALARMS, WARNINGS AND CAUTIONS can be
displayed on the CONNING page as well.
Two versions are available, a small alarm list in the left sidebar of the CONNING page, and a larger one
in one of the two main display areas.
Click to the corresponding tool buttons to open the selection list for tools and there click to Alerts -> Nav
Alerts (Navigation). More details about the handling of the alarm list can be found on page 564.
Click here to open the list

of tools
Small Alarm List displayed in the Larger Alarm List displayed in the centre or in the right
left sidebar of CONNING part of CONNING, here instead of the Propulsion
display
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TRACKPILOT
NACOS Platinum Navigation TRACKPILOT
Operating Instructions General Information
1 General Information
The TRACKPILOT can automatically control the ship exactly on a pre-defined straight heading, a course
line, or a curved track. It provides three main operating modes:
Heading Control Mode (HCS)
In Heading mode the ship is steered on the entered course without the drift angle being taken into
account (similar to conventional autopilot). The ship drifts away from the track if there are distur-
bances such as wind and current. The course corrections that are therefore necessary have to be
performed manually by changing the Set Heading. Course changes at a waypoint are initiated by
the operator and performed with a pre-defined radius.
Course Control Mode
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 (i.e. the course over ground
from bottom track log or from GPS) is available to the system. Course changes at a waypoint are
initiated by the operator and performed with a pre-defined radius.
Track Control Mode (TCS)
In Track mode pre-planned tracks are used which are calculated from the planned route. 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 at a waypoint. The routes have to be generated before-
hand on the Platinum system. With the Pilot Data 1) defined in these routes, the TRACKPILOT can
be automatically set for the individual track segments. If the Pilot Data are to be used, they must
be switched on by the AUTO Fill button (occurs automatically during switch-over to Track mode).
The main difference compared to Course mode is that, in Track mode, inaccuracies in the course
and speed data are compensated by position data. In Track mode, the absolute accuracy of track-
keeping depends on the accuracy of the speed and position data. Therefore, when steering is being
performed in Track mode, selecting the appropriate speed sensor and the quality of determination
of position is particularly important.
Anchor Control Mode (Optional)
During anchoring the ship is kept on the specified heading by means of the tunnel thrusters.
Azipod Dynamic Optimizer (ADO) Mode (Optional)
A toe angle from an external optimizer is added to the TRACKPILOT output signal to improve the
incoming flow for the Azipods.
Set course
Current
(set & drift) in Course mode
Course (over ground Set course

or through the water) in Heading mode
Past positions
Headmarker
Drift angle to port side
1)
The route editor provides course and radius data as well as additional control parameters for use by the TRACKPILOT.
This manual uses the short cut Pilot Data for this subset of data contained in each route stored in the system.
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TRACKPILOT NACOS Platinum Navigation
General Information Operating Instructions
1.1 System Configuration
TRACKPILOT
The TRACKPILOT (TP) is divided into four parts, first the TP Expander, second the TP Keyboard, third
the TP Electronics with the track controller, and finally the TP Interface to the rudder engines.
• The TP Expander* 1) is part of the Platinum
SW and available on each Platinum MFD
(workstation) which has been configured for
TRACKPILOT operation or slave indication.
• The TP Keyboard is part of the console and

available on each Platinum MFD (workstation) which has been built
for TRACKPILOT operation. From here the master mode can be
selected providing control of the TRACKPILOT functions.
• The TP Electronics with the track controller is a separate PC or

embedded computer (depending on HW version) which has no
further user interface. It receives periodically the next few
waypoints together with associated track limit and other pilot data
and calculates based on the sensor signals the necessary rudder
settings to keep the ship on track.
• The TP Interface receives the rudder settings from the TP Elec-
tronics and converts the data into the appropriate analogue or
digital signals (i.e. for relay control). It comprises an internal
capacitor bank for signal hold in order to keep the last rudder
setting in case of a power break down.
All units except the TP Keyboard are connected to each other via ship navi-
gation network (Ethernet) for data exchange. The Operating unit is
connected to the MFD Electronics via USB.
SPEEDPILOT
The TRACKPILOT can optionally be equipped with a SPEEDPILOT function 2). This option can remotely
control the propulsion leaver(s) so that a speed which has been set during route planning or actually by
the operator is maintained during the whole voyage independent from weather, wind, and other distur-
bances. The drift component is taken into account insofar as it is contained in the measured speed of
the selected speed sensor. Refer to page 463 for further information about the SPEEDPILOT.
Software Version
If for service activities the installed software version is required, this can be found under Menu > About
on any MFD.
Type Approval
The TRACKPILOT system is approved as a Heading Control System according to MED A1 item 4.16 and
as a Track Control System Category C according to MED A1 item 4.33.
1) Earlier SW versions with additional Settings button, which is now included in the Settings bar
2)
The SPEEDPILOT is an option. The fact that it is installed can be recognised from the fact that there is a tab
marked SP in the Display Sidebar.
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1.2 Preparations before Using the TRACKPILOT
Typically a ship is fitted with a steering mode

selector switch. It provides several steps and
connects the rudder either with the main
steering wheel, with a tiller or push buttons,
or with an electronics unit like AUTOPILOT
and/or TRACKPILOT. This switch is not part
of the Platinum system but separately
installed in one of the consoles.
The TRACKPILOT is only active and can only
be used if this switch is in the TRACKPILOT
position. If the rudder selector switch is set
to the TRACKPILOT position, the mode indi-
cator in the top left corner of the TRACK-
PILOT menu changes from Off to Heading
(see red arrow) unless there is a system
error. Then an error message is given.
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).
1.3 If two TRACKPILOT Units are Installed
Both TRACKPILOT units are permanently powered on and connected to each other via the network.
Through the corresponding data exchange, the parametrization described in the following chapters has
an effect on both units, and both units receive all the data necessary for their functions.
One of the TRACKPILOT units is the selected TRACKPILOT, only its data are used in the system.
- If no TRACKPILOT is connected to the steering gear (steering mode selector switch in manual posi-
tion), then TRACKPILOT 1 is the selected TRACKPILOT for data delivery; if this happens to fail, then
TRACKPILOT 2 is selected automatically.
- If one of the TRACKPILOT units is connected to the steering gear (with the aid of the steering mode
selector switch), it is also selected and in operation, i.e. it supplies the system with its data while
controlling the rudder.
☞ The TRACKPILOT expander in the Display Sidebar of the MFD indicates which TRACKPILOT is
selected and in operation.
☞ The program of the optional SPEEDPILOT too runs in the TRACKPILOT electronics unit and the inter-
faces between SPEEDPILOT and the propulsion system are contained in the TRACKPILOT Interface.
☞ If two TRACKPILOT units are installed and the SPEEDPILOT is only located in TRACKPILOT 1, a
complete failure of TRACKPILOT 1 leads also to failure of the SPEEDPILOT function.
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1.4 The TRACKPILOT Expander
The TRACKPILOT Expander is a permanent expander on all MFD (workstations) configured for operation
of the TRACKPILOT. On these MFD the expander is always open and cannot be closed.
Track Mode Control
Set Data
Use Pilot Data Master Control
This expander has some special features:

Master Control
In case the Master control is checked (red arrow), the appropriate MFD becomes the operating MFD for
the TRACKPILOT. If the check mark is disabled or disappears by itself after a couple of seconds, the MFD
cannot be made master for the following reasons:
- this MFD is not configured as one of the master MFD for the TRACKPILOT
- the connection to the TRACKPILOT Electronics does not work or it is not up and running
Track Control Mode
Select one of the track control modes: Heading, Course or Track. It is also possible to set the mode by
means of the HDG, CRS or Track buttons on the TRACKPILOT keyboard, see page 415. The display shows
OFF when the TRACKPILOT is not connected to the steering gear. It shows Failure if the TRACKPILOT
cannot be used or is inoperable. In this case manual steering must be selected at the steering mode selector
switch.
Set Data
The Set Data Line indicates the currently set heading/ course value as set by the operator or taken
over from the currently used leg of the system route. It can be changed with the joystick. Further on it
indicates the currently set radius with which the ship will be steered when changes in heading or course
are performed. The radius can be changed with the joystick as well.
Next Data Entry
This data pair displays the next values for set heading/ course and radius. They can be adjusted here.
Course alterations can be pre-planned and executed here. Automatic steering of course changes
contained in the System Route can also be defined.
If Next data are present, a curved headline is shown on the screen. Changing the Next data also
changes the curved headline.
Economy
One of the important settings for the TRACKPILOT, the Rudder Economy, can be adjusted directly from
this field. Values are between 1 and 10. Typical values are in the area 3 to 5.
Settings (earlier SW versions)
The Settings button leads to a sub-menu for check and
manual adjustment of the Pilot Data which are used to
set the TRACKPILOT control behaviour. From SW 2.0
onwards the settings are available from Settings bar.
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1.5 The TRACKPILOT Keyboard
The TRACKPILOT is operated from the TRACKPILOT

keyboard. It is part of the Platinum Operating Unit
and built-in on the right side. The Platinum Operating
Unit is typically inserted into a console or desktop
installation.
The subsequent picture shows the TRACKPILOT
keyboard in more detail:
Setting the MFD as TRACKPILOT or SPEED- Joystick

PILOT Master.
Setting the
heading, course
and radius. Refer
to page 443.
Setting the
TRACKPILOT
mode.
Setting the Next

Radius or Next
Course and
executing the
maneuver.
Most of the operating functions of the TRACKPILOT, except the course and radius setting by the joystick,
can also be executed on the TRACKPILOT expander and its connected dialogs.
The TRACKPLILOT and SPEEDPILOT-Master can be set independently of each other, i.e. one MFD can
operate the TRACKPILOT, another one the SPEEDPILOT.
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Setting the TRACKPILOT Parameters Operating Instructions
2 Setting the TRACKPILOT Parameters
The settings dialogue is used for the parametri-

zation of the TRACKPILOT concerning: control,
settings, loading state and weather conditions
as well as the track control function and alarm
limits.
The settings dialogue can be opened by a click
on the Settings button in the TRACKPILOT
expander. It is a movable window and is kept
open until it is closed again by a click on the
Close button.
Via the Utilities 1) button you can access
seldom used additional functions like restarting
the TRACKPILOT program or the TRACKPILOT
electronics. Refer to page 463 for details.
☞ 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 is automati-
cally set to zero.
TRACKPILOT Optimisation
The basic control parameters of the TRACKPILOT have been set once during commission to suit the
manoeuvrability characteristics of the ship and of the rudder control system. In addition the TRACKPILOT
has to be adapted to the existing operational conditions (weather, sea state, loading, necessary track-
accuracy) as follows:
- Optimisation between precise course- and 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.
- Course monitoring and 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.
All settings under Limits are also used as alarm limits for the respective monitoring functions.
Incorrect setting of these parameters can have the following effects (in all steering modes):
- The corresponding alarms are given frequently
- 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.
1) Earlier SW versions, from SW 2.0 onwards this button can be found in the Settings bar.
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Operating Instructions Setting the TRACKPILOT Parameters
2.1 The Trackpilot Setup Group
The TRACKPILOT Setup Group collects settings

for rudder economy and loading as well as indi-
cations for sailing and control.
Rudder Economy
Select between precise track-keeping in calm sea
or very tolerant track keeping in bad weather.
A low numerical value for precise control corre-
sponds to more frequent movements of the
rudder.
It is recommended that the adaptation to suit the
loading state should be performed before this
setting.
Rudder Steering Weather
Economy
1 Precise Calm
2....3 Precise to tolerant Normal
4....6 Tolerant Bad
Higher Very tolerant Very bad
For information about influence of shallow water on steering see page page 450.
Loading
Click on the Loading field and select the function which corresponds to your
current loading state. Changing the loading state adapts the internal mathemat-
ical ship model used by the TRACKPILOT for prediction and control purposes.
Sailing
Great Circle or Rhumb-line Navigation: The indication of sailing mode shows whether the To-
Waypoint, if more than 25 NM distant, will be approached on an approximate great circle or on a rhumb-
line. This setting is possible only via the Route Editing function under Tools > Route 1). Please refer to
page 455 for more details.
Control
If the ship is not situated on or near to the pre-planned System Route, the control mode indicates that
at first the originally planned route is to be approached and not the next To-Waypoint:
- To Track = the original System Route, selected by the operator, is approached on the shortest way
with a maximum course change of 50% of the set course limit (To Track mode).
The approach to the track of the activated system route can only be set via the route editing function.
1)
This means that the sailing mode of any leg of the pre-planned route can only be changed within the Route Editor
itself, but its changes are indicated here.
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2.2 Setting the Rudder Limit
A common feature of all limits in this group is

that, when the set value is reached or
exceeded, a corresponding alarm appears. 1)
To adjust the values, click the Adjust button
(small triangle at the end of each line) in the
Limits group.
Sets maximum value for rudder control system 2).

The rudder limit value should be reduced if a constant course is to be steered for a long time on the
open sea or if, for example because of the loading state or for other reasons, large angles of the rudder
are not permitted. In coastal approaches, the rudder limit value must be suitably increased so that the
ship can turn with a small radius (high rate of turn) or can be controlled sufficiently at low speed.
When the rudder limit value is reached, the TP Rudder Limit alarm appears.
1)
All value ranges that can be entered by the operator can be changed within limits specified at service level.
2) In the case of ships with DNV NAUT-AW approval, the TRACKPILOT, when operating in Track mode, may produce
larger rudder angle settings if this is necessary for a planned maneuver. In these cases, the rudder limit value is
not a rudder angle limitation but only an alarm limit.
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2.3 Setting the Course Limit
Sets the limit of the course difference moni-

toring and of the corrective steering angle.
To adjust the values, click the Adjust button
Limits group.
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 from the track than
for small ones. The corrective steering angle is
limited to 50% of the course limit value. 2)
For fast return to the track, a large course limit is necessary.
The switch-over to Track mode is possible only if the angle between the System Route and the existing
course is less than the 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 Route before.
The course limit 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 ship-
ping 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.
1) All value ranges that can be entered by the operator can be changed within limits specified at service level.
2)
This does not apply to ships with DNV NAUT-AW approval. There, the corrective steering angle is not influenced
by the course limit value set by the operator. There, the corrective steering angle is generally limited to 15°.
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2.4 Setting the Track Limit

To adjust the value, click the Adjust button
Limits group.
Sets the limit of the track deviation monitoring
and lets adjust the track keeping precision
By means of the track limit, the following char-
acteristics 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.
- Switching over to Track mode is possible
only if the deviation of the ship's position from the System Route 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 setting) might possibly be higher.
- With a higher track limit, the time constant of the position filter is increased. As a result, in cases
of unsteady position-data, steady track-keeping can be achieved, but higher off track errors are
tolerated.
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2.5 Setting the Drift Limit
Sets the drift limit value for the drift angle

monitoring
To adjust the value, click the Adjust button
Limits group.
The drift limit also defines the drift angle up to
which, in Course mode and in Track mode, the
drift is taken into account and compensated
automatically.
When disturbances of the selected speed sensor
are observed (large varying drift angles), it is
advisable to reduce the drift limit.
If the drift limit value is exceeded by the currently measured drift angle, the TP Drift Angle 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.
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2.6 Setting the Time for the WPT Approach Alarm
The setting described in this chapter is only

used for Track mode. To adjust the value, click
on the respective line or the small triangle at
the end of the line.
Enter or change the wanted value and click Set.
Sets the early course change alarm for the Track mode.
In Track mode, the TP WOP Execution alarm appears 30
seconds before arrival at a wheel-over point at which a course
change is to take place. With the TP Waypoint Approaching
alarm, it is additionally possible to obtain an earlier warning for
which the operator can set an appropriate lead time. The setting
for this is made in the Adjust WPT Approach Time window by
entering the time between the occurrence of the TP Waypoint
Approaching alarm and arrival at the wheel-over point.
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2.7 Checking the Course Correction
For highly accurate track-keeping, a constant,

small (a few tens of metres) track-deviation
caused by sensor inaccuracies can be avoided
by correcting the actual course used by the
TRACKPILOT. The correction value is continu-
ously determined by the TRACKPILOT so that
automatic course-correction takes place. For
details, see page 18. To adjust the value, click
on the respective line. Enter or change the
wanted value and click Set.
The correction value that is currently effective is
indicated in the line Course Correction.
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:
Correction with a constant manually set value
Clear the AUTO control behind Course Correction.
Click on the respective value and enter the correction in the
appropriate window. Confirm by clicking Set in the window.
If the correction value is positive, the actual course to be
used by the TRACKPILOT turns to the right. The maximum
possible value of the correction is 5 degrees.
☞ Switch-over back to automatic correction can be done by
checking the AUTO control. 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 correc-
tion then uses this as the start-value.
Switching the Correction Off

Clear the AUTO control behind Course Correction.
Click on the numerical field behind Course Correction, and enter the correction value 0 degrees.
Click on Adjust and enter the correction value 0 degrees.
☞ While Manual DR is switched on as the position sensor, the course correction has no effect. (After
switch-over to Manual DR, the correction value that had been effective up until then is continu-
ously reduced to zero.)
It is recommended that Course Correction is left at AUTO also in the Heading mode and Course mode. This ensures
that the determination of the value for the automatic correction is carried out constantly before Track mode is acti-
vated. This has no effect on the Heading mode and the Course mode, but results in an automatic correction with a
value that is already correctly adapted as soon as the switch-over is made to the Track mode.
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Connecting the TRACKPILOT to the Steering Gear Operating Instructions
3 Connecting the TRACKPILOT to the Steering Gear
This chapter describes general step-by-step operating procedures for all three operating modes of the
TRACKPILOT.
The principle steps can be summarized as follows:

1. Set your MFD to Trackpilot Master mode
2. Check the applied speed sensor and the minimum speed of ship
3. Check the Trackpilot Settings (not all are relevant for heading control)
4. Set the steering mode selector to TRACKPILOT
5. The ship is now automatically steered in Heading Mode
6. Set steering mode back to manual steering at any time if required
If Course Mode shall be applied the following steps have to added:

1. Select a 2-axis speed over ground sensor if available (Doppler log, SAT log)
2. Check further Trackpilot Settings (not all are relevant for course control)
3. Set the TRACKPILOT mode to Course Mode
If Track Mode shall be applied the following steps have to added:

1. Select a 2-axis speed over ground sensor if available (Doppler log, SAT log)
2. Select an accurate position sensor (GPS, DGPS)
3. Check further Trackpilot Settings (adapt track limit to position sensor accuracy)
4. Switch-on the system route
5. Sail the ship into the vicinity of the system route
6. Set the TRACKPILOT mode to Track Mode
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Operating Instructions Connecting the TRACKPILOT to the Steering Gear
3.1 Preparations
1. Switching the MFD (workstation) to act as the TRACKPILOT Master

Press the Trackpilot Master key for at least 3 seconds (see page 415), or select the Master check
box in the TRACKPILOT expander (see page 414).
The TRACKPILOT can be operated on any MFD that is equipped with a TRACKPILOT Operating Unit,
but only from one at a time. The unit from which the TRACKPILOT is currently being operated is
called the Trackpilot Master. It can be recognised from the fact that the Master check box is
selected or that the small lamp above the Trackpilot Master key is alight.
Even when the TRACKPILOT is connected already to the steering gear, the switch-over to become
the TRACKPILOT Master can take place at any time on the unit on which the TRACKPILOT is to be
operated.
2. Check the Selected Speed Sensor and the Minimum Speed

In the first step, for heading mode any speed through water sensor will be sufficient. If in the next
step course or track mode shall be applied, a more accurate sensor is required.
Depending on the steering capabilities of the ship a minimum speed of about 3 kn is required for
rudder control. Check that the speed is above the minimum limit.
3. Check the TRACKPILOT Settings

In the first step, for heading mode the following settings are important:
- Rudder Economy (see page 417, typical value is 3)
- Loading (see page 417, typical value is Medium)
- Rudder limit (see page 418, typical value is 35 deg)
- Course limit (see page 419, typical value 015 deg)
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3.2 Connecting to Steering Gear
4. Set Steering Mode Selector to TRACKPILOT

The TRACKPILOT is connected to the steering gear by setting the steering mode selector switch (the
steering system) to TRACKPILOT 1).
☞ For connecting the TRACKPILOT to the steering gear, the ship should be sailing ahead at least at a
certain minimum speed 2), which depends on the ship type (i.e. its slow speed maneuverability)
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 TRACK-
PILOT should immediately be switched off again if the control behavior is not adequate.
☞ If two TRACKPILOT are installed, both TRACKPILOT can be used in the same way, one at a time.
5. The Ship is then Steered by means of the TRACKPILOT in the Heading Mode.
This is indicated by the fact that the mode field changes from Off to Heading, and that behind HDG
the set course is displayed, and also the set radius with which a maneuver is to be executed.
☞ When the TRACKPILOT is connected to the steering gear, 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.
The NEXT data, entered for display of a CHL during TRACKPILOT OFF status are cleared after activa-
tion of steering with TRACKPILOT.
6. Disconnect the TRACKPILOT from the Steering Gear

The TRACKPILOT can at any time be disconnected from the steering gear by setting the steering mode
selector switch back, or by the override tiller.
After disconnection of the TRACKPILOT all data in the operational mode field are cleared and the Mode
indication displays Off.
1) The designation of this switch position may be different.

2)
The minimum speed value should have been determined during the sea trials and is to be stored in the param-
eterisation on service level.
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Operating Instructions Connecting the TRACKPILOT to the Steering Gear
3.3 Switch Over from Heading to Course Mode
The switch-over is achieved by pressing the CRS Mode key on the TRACKPILOT keyboard or selecting
the appropriate mode in the TRACKPILOT expander.
The pre-condition is that the ship must be sailing at the above-mentioned minimum speed at least.
Switch Back from Course Mode to Heading Mode

The switch-over is achieved by pressing the HDG Mode key on the TRACKPILOT keyboard or selecting
the appropriate mode in the TRACKPILOT expander.
Effect of Drift on the Behaviour of the Set Course during Switch-Over 1)

If there is no drift, there is no difference between the set courses in Heading and Course mode.
If the NACOS calculates a drift angle, the behavior depends on the instant of switch-over:
1. If switch-over does not occur during a maneuver: 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 (i.e. the course over ground).
- 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.
2. If switch-over occurs during a maneuver: 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 maneuver, in
order to avoid an undesired change of the course to be steered.
If a switch-over between Heading mode and Course mode takes place during a maneuver,
a course change with a magnitude up to the size of the drift angle can occur during the
switch-over.
Therefore, during a maneuver, a switch-over between Heading mode and Course mode
should not take place without suitable modification of the set course after switch-over.
Example:
1. 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 maneuver, 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 maneuver), the system changes the set course to 125°. Therefore, no change of the course occurs
during the switch-over.
2. However, if a switch-over to Course mode takes place shortly before the end of the maneuver, 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 change of the
course to be steered of about 5°.
1) See also chapter 3 for details
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3.4 Switching Over between two TRACKPILOT Units
If two TRACKPILOT units are installed, the switch-over between the TRACKPILOT units 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. There-
fore, switch-over does not cause any change in the course.
If the switch-over is performed during a maneuver, the maneuver is not continued but is
terminated. If you want to continue the running course change, you must set the course
to be steered again.
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Operating Instructions Sailing in Heading Mode or Course Mode
4 Sailing in Heading Mode or Course Mode
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/the
chart area. During the execution of a maneuver, the ship is thus guided along the Curved Headline by
the TRACKPILOT.
Overview: 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 maneuver is executed immediately.
Steering with Next data: The set course and the radius are entered as numerical values before
execution of the maneuver. In the PPI/the chart area, the Curved Headline defined in this way is moved
along together with the ship until the maneuver is triggered by pressing of the Execute key.
Steering with Pilot Data: Like steering with Next data, but the set course and the radius are taken
over from the so called Pilot Data of the System Route. Data can be taken over manually or automatically
by the AUTO Fill function.
☞ Switching the AUTO Fill function on or off defines whether steering takes place manually with Next
data or automatically with Pilot Data (AUTO Fill control is checked).
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Sailing in Heading Mode or Course Mode Operating Instructions
4.1 Steering with the Joystick
When the TRACKPILOT is connected to the steering gear via the steering mode selector switch, 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, AUTO Fill on/off, System Track existent/non-existent, etc.
Present set course Present set radius

(entered with the joystick)
Headmarker
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 heading or course is done by pushing the joystick to PORT or STBD
The radius to be used during the maneuver 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 change continu- Changing the
course
ously. +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 PORT STBD
Curved Headline in the PPI/the chart area. In addition, the new set
course or radius is displayed numerically in the Set data of the –RAD
TRACKPILOT expander.
☞ The process of computing the Curved Headline only takes a brief moment; the altered track appears
on the screen after a slight delay. Therefore, especially during the input of larger course changes
with the joystick, it is advisable to observe the numerical set course display instead of the graphics
on the PPI/the chart area.
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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4.2 Steering with Next Data
The set course and set radius of the next maneuver can be entered in good time before the beginning
of the maneuver. At the desired wheel-over point, the execution of the maneuver is then triggered by
the pressing of a button on the HMI or by the Execute key on the operating panel.
Present set course Present set radius
Next set course Next set radius

Pilot Data (entered as numerical values)
are switched
off
Curved Headline which results from next
course and next radius displayed and which
Examples of where the Curved Headline becomes the active track after pressing of
was displayed in the past Execute
1. If a System Track is defined, switch off the use of the Pilot Data for the TRACKPILOT.
The use of the Pilot Data for the TRACKPILOT is switched on and off by checking/clearing AUTO
Fill control. (See above).
2. In good time before the intended maneuver, click on the Next data field and enter the next course
and/or next set radius with the virtual keyboard. Click on Set to take over the data, which are then
shown on the TRACKPILOT expander.
Alternatively, the next set course can be entered by means of EBL: Put an EBL onto the required
course and click on the Take EBL button of the EBL that is set.
It is also possible to use the Next Course / Next
Radius keys on the TRACKPILOT keyboard in order to
open the menu and to enter Next Data.
The TRACKPILOT computes the function for the transi-
tion to the next set course, and displays the result as a
Curved Headline in the PPI/the chart area. The Curved
Headline moves along together with the ship, and at this
stage it represents the route which the ship would take
if the maneuver were started.
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3. Observe the shifting of the Curved Headline in the PPI/the

chart area. When the position of the Curved Headline Execute
corresponds to the intended maneuver, press the
Execute key on the TRACKPILOT keyboard or click
Execute in the TRACKPILOT expander.
As a result, the Next data become Set data and appear in the upper part of the expander. The
Curved Headline becomes the active track. The maneuver is now executed with these new set data.
Deletion of the Next Data: If the maneuver specified by the Next
Data is not to be executed, the Next Data that were entered must
be deleted: Click on the next set course, click on Clear in the
Adjust Next Data window.
☞ If a curved headline has been displayed before, it will disap-
pear.
☞ If only the curved headline graphic in the PPI/Chart Area shall
be suppressed, you can do this via the context menu under
Layer > Curved HL.
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4.3 Course Change with the Joystick Before Execution of a Maneuver
Even when the ship is being steered with Next data or with Pilot Data (AUTO Fill on), at any time course
changes can be made with the joystick. The currently valid set radius (displayed in the Set line of the
TRACKPILOT expander) is used as the basis for these maneuvers. The course change that is entered in
this way is executed immediately; it does not change the preselected Next data.
During this process, the following occurs on the screen:
After the joystick has been operated, the Curved Headline of the planned maneuver disappears and (just
as in the case of steering with the joystick) the maneuver 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
maneuver disappears and the planned maneuver 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 Head-
line 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 maneuver until the new set course is reached or
• that the previously planned maneuver 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 maneuver can be specified in the range from 1 to 10 degrees (stan-
dard setting: 1 degree).
Changes During Execution of a Maneuver

At any time during the maneuver, the joystick can be used to change the set course and set radius.
During execution of such a maneuver the CHL earlier defined by the Next data will be replaced by the
modified maneuver ordered by the joystick.
Track Correction after the End of the Maneuver

If, in Heading mode or Course mode, the TRACKPILOT detects a track deviation of more than 10 m at
the end of the maneuver, it sets this value to zero in order to prevent corrective steering (overshoot) at
the end of the maneuver. The track line then begins again at the ship's existing track control position at
the bow of the ship.
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4.4 Steering with Pilot Data
When the ship is sailing along a System Route but shall not exactly follow the pre-planned track in Track
mode, the course changes of the route can also be executed in Heading mode or Course mode.
Observe the hints concerning preparation for steering with Pilot Data (see also next page).
When the Pilot Data are switched on (AUTO Fill checked for the Next data) in the Heading mode or
Course mode, the Pilot Data of the System Route that are planned for the maneuver to be performed at
the To-Waypoint are displayed in the Next data line:
- the course of the next leg, and
- the radius of the maneuver at the To-Waypoint.
In the PPI/the chart area, the Curved Headline that results from these values is shown and moves with
the ship until Execute is pressed to start the maneuver (see below).
System
Route Present set course Present set radius
Next
Waypoint
Pilot Data
To on
Waypoint
Next set values, taken over from the

System Route: course from To-Waypoint to
the Next-waypoint, radius defined for the
To-Waypoint.
Curved Headline (displayed here immedi-

ately before the start of the maneuver)
which results from next course and next
radius displayed and becomes the active
System track after pressing of Execute
Route
Examples of where the ship relative
Curved Headline was displayed in the
past during approach to the next
waypoint.
Triggering of the maneuver: In the same way as during steering with Next data, the planned
maneuver displayed by means of the Curved Headline is triggered by clicking the Execute control or
pressing the appropriate key on the TRACKPILOT keyboard (if installed).
As a result, the Next data become Set data and appear in the Set group. The Curved Headline becomes
the active track. The planned maneuver is now executed with these new set data.
At the computed end of the maneuver 1), the data of the System Route are displayed again 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 of the leg to the Next-waypoint on the System Route is larger than 25 NM, the display of the
correct data and the corresponding curved headline appears not later than 10 NM before the Next-waypoint.
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4.5 Sailing with Pilot Data - AUTO Fill
☞ Formerly, this button used to be called Pilot Data. In this operating manual the set of data
switched on by AUTO Fill for use by the TRACKPIKLOT is generally called Pilot Data.
When the ship is sailing along a pre-planned track but this shall not take place (in an 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 Route are used in that process, special preparations have to be made.
AUTO Fill means that the appropriate data are filled into the Next Data fields automatically.
Preparation for Steering with AUTO Fill (Pilot Data)

1. The pre-planned track along which the ship is to sail must already be defined as the System Route.
2. Select a suitable position sensor, either DGPS, GPS or a comparable sensor.
3. Check the accuracy of the position data, if there is a constant position-error, correct it (see Naviga-
tion Sensors in the main chapter GENERAL FUNCTIONS).
☞ Your own ship's position and the radar video will be positioned correctly relative to the System Route
and the chart if, and only if, the selected position sensor transfers the position correctly.
When the ship is sailing with Pilot Data, it must be ensured especially that the position
data have the necessary accuracy
4. Switch on AUTO Fill for the use of Pilot Data for the TRACKPILOT.
5. Check that the following TRACKPILOT parameters are set appropriately, and correct these parame-
ters if necessary:
- Rudder economy 1)
- Course limit 1)
- Track limit 1)
- Sailing mode 2)
These data are taken from the System Route, with AUTO Fill switched on. Therefore, checking of
these data is necessary even if they were set correctly before switch-on of AUTO Fill.
1) Can also be changed temporarily via the TRACKPILOT settings.

2) Can only be changed via the Route Editor.
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4.6 Validity of the Pilot Data - Execute Button
Overwriting of Currently Valid Parameter Values by the Pilot Data

When the ship is guided along the System Route, the most important settings of the TRACKPILOT can
be overwritten by the data contained in the System Route. These data are called Pilot Data and
comprise:
Course (which results from two consecutive waypoint positions) and radius (Next Data), rudder
economy, course limit, track limit and sailing mode.
These data are taken over in principle when the waypoint 1) is reached for which these data are contained
in the System Route; details see further below this page.
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) as well as in Heading mode and in Course
mode if the AUTO Fill control is checked.
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 either manually or by a change
of the Pilot Data taken from the System Route.
For steering with Pilot Data (and for Track mode unless the Pilot Data are switched off with
AUTO Fill = Off), this leads to the following:
A value is overwritten by the System Route at that waypoint 3)- and only at that
waypoint - where a value has been entered for that waypoint during editing of the route.
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 Route for the To-
Waypoint:
Course (calculated from the To-Waypoint and the Next-Waypoint):
At the wheel-over point of the To-Waypoint.
- In the Heading mode and Course mode: At the wheel-over point of the To-Waypoint after clicking
the Execute control or pressing the Execute key on the TRACKPILOT keyboard (if installed).
Radius:
- In the Heading mode and Course mode: At the wheel-over point of the To-Waypoint after
clicking the Execute control or pressing the Execute key on the TRACKPILOT keyboard (if
installed).
- In the Track mode: At the computed end of maneuver 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: Change at the computed wheel-over point of the To-Waypoint. The changes of
sailing mode and track control mode for the To-Waypoint are only displayed after the computed end of
a maneuver.
1)
Or the parameter point.
2) The course and radius is taken over during Track mode, even if the Pilot Data are switched off.
3) Or parameter point.
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Operating Instructions Track Mode
5 Track Mode
In Track mode, the ship sails along the System Route in an automatic manner by execution of the course
changes at the programmed waypoints with the pre-defined radius values.
For this purpose the TRACKPILOT application on the MFD receives the System Route, which is checked
for consistency and manoeuvrability and then sent to the TRACKPILOT electronics unit.
The track control software running on the TRACKPILOT computer is generating the pre-planned track
from the data of the System Route, which is thereafter available for track control in the controller part
of the TRACKPILOT software.
Before the system can be used in Track mode, the System Route must be checked without errors and
activated by the operator via Tools > Route on the MFD.
If necessary, an approach-track to the System Route can be created and used in track control mode until
the ship joins the originally pre-planned track.
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Track Mode Operating Instructions
5.1 Switching Over to Track Mode
1. By activation of the planned route, specify that the pre-planned track along which the ship is to sail
will be the System Route.
2. Select a suitable position sensor either DGPS, GPS or a comparable sensor.
3. Check the accuracy of the position data, if there is a constant position-error, correct it (see Naviga-
tion Sensors in the main chapter GENERAL FUNCTIONS).
When the ship is sailing in Track mode, it must be ensured especially that the
position data have the necessary accuracy. If available, a plausibility check by
comparison to a 2nd position sensor is prescribed.
4. Switch on the use of the Pilot Data for the TRACKPILOT by activation of AUTO Fill in the TRACK-
PILOT expander.
5. Check that the following parameters are set appropriately, and correct them if necessary:
• TP Waypoint Approaching alarm
• Correction of the actual course in the Track Mode Settings.
6. Check that the following TRACKPILOT parameters are set appropriately, and correct them if neces-
sary:
• Rudder economy
• Course limit
• Track limit
• Sailing mode
These data are taken from the System Route 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.
7. Make the preparations described in the following, which depend upon the nautical situation.
8. Select the Course- or Heading- 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.
To prevent a large, unwanted course-change resulting from the switch-on of

Track mode, it is urgently recommended that, with the joystick or other means,
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.
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9. The conditions for connecting the TRACKPILOT to the steering gear in Track mode 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 low speed depends on
the ship type, and is identical to the minimum speed below which the TP Low Speed alarm
is triggered during connection of the TRACKPILOT.
• The ship must be situated within the set track limit 1). In the Route Data display no Off
Track indication is shown. ( XTD) 2)
• The angle between the existing course over ground and the track course 1) must not be greater
than the set course limit. In the display, no Off Course indication is shown. ( TRK)
10. The drift angle should be within a nautically suitable range.
11. Switch-over to Track mode by pressing the Track Mode key or by clicking on the operational mode
field in the TRACKPILOT expander and then on Track Mode.
If the ship is not yet sailing on the System Route, it is now automatically guided onto the System
Route. If a course change is necessary in order to achieve the corrective steering course towards
the System Route or the To-Waypoint, this course change is performed with a radius of about 1 NM.
If the approach to the track shall be performed slower or faster, use the joystick in Heading or
Course mode for the approach maneuver to the pre-planned track before switch-over to Track
mode.
12. If steering to the pre-planned track is to take place with a larger or smaller corrective steering
course, the course limit must be set accordingly.
1) The off track distance to the route (XTD) is calculated relative to the route specified by the selected track control
mode: In the case of To Track, it is the pre-planned System Route. In the case of To Waypoint, it is the tempo-
rary track line leading to the To-Waypoint; this straight line is recomputed when the Approach Waypoint func-
tion is called.
2) You may temporarily increase the track limit, to be able to activate Track Mode.
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5.2 Steering Automatically to 1st WPT of System Route
In the previous chapter a step-by-step procedure for activating the TRACKPILOT has been introduced.
In this procedure we assumed that the ship has already been steered onto the System Route, and is not
in the region of a curve.
In this case:
• Course mode can be activated and the set course corresponds to the course of the System
Route, or
• Heading mode can be activated and the course over ground corresponds to the course of the
System Route.
In all other cases, i.e. the ship is just approaching the system route but has not reached it, the procedure
below and those on the following pages will support the navigation task.
Steering Automatically to First WPT of System Route Further Ahead
If the ship is situated before the first waypoint of the System Route, the track control mode must be set
to To-Waypoint by selecting the first waypoint (with DO) and activating from the context menu the func-
tion Go Direct to Waypoint. A temporary track leading to the first waypoint (the To-Waypoint) is
displayed.
Set the ship's course approximately to the direction of the temporary track (i.e. approximately to the
bearing to the waypoint to be approached).
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5.3 Steering Automatically to a near Leg of the System Route
The ship is situated near the System Route 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 Route. The following illustration
explains this situation.
Approach track taken by the ship

System Route 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.
System
Route, also
called pre-
planned
A radius of about 1 NM is used track
to turn the ship into track direc-
tion
Angle between the System
Route and the course; it must
be less than the set course limit
Before you can continue with step 9 of the preparations, maneuver the ship with the joystick in such a
way that the ship is at least situated within the set track limit and that the set course limit is not
exceeded.
If the ship (sailing within the set track limit) is situated quite far away from the
System Route, 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 maximum corrective steering angle corresponds to about half the set
course limit.
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5.4 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 Route.
As shown in the following illustration the ship has at least passed already one or more waypoints of the
activated route. Travelling to the first waypoint as a To-Waypoint is not possible.
Unused part of the pre-planned Temporary track-line to the To-

track Waypoint, created by the Approach
Waypoint function
System Route
System Route
A radius of about
1 NM is used after
switch-over to Track
mode 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:

- Activate the temporary track to the TO Waypoint
Before the switch-over to TO Waypoint, the system computes a temporary track for the path
between the ship and the To-Waypoint, and displays this temporary track additionally. 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/Set Track
limit, or increase the respective limit value.
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5.5 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 Route. The following illustration explains this situation.
Unused part of the pre-planned

track
System Route
A radius of about
1 NM is used after
switch-over to Track
mode
Angle between the approach

track and the course; it must Approach track
be less than the set course limit (temporary track to System
the selected To- Route
Waypoint)
The difference compared to the procedure of situation C is simply that another waypoint to be
approached is defined as the new To-Waypoint.
☞ By defining the new To-Waypoint, the track control mode of the TRACKPILOT is automatically set
to To Waypoint.
5.6 Sailing in Track Mode
In Track mode, the ship is steered automatically along the pre-planned track defined by the System
Route.
In good time before the start of a planned course-change at a waypoint, an alarm is given and the course
change takes place as planned.
Apart from continuous monitoring of the automatic track-keeping, and observing the nautical situation,
any operator action is needed only if special events occur, e.g. a TP Position Jump alarm or avoidance
maneuver.
Even when the ship is sailing in Track mode, a manual course-change can be performed at any time with
the joystick, whereby the Track mode would automatically be interrupted.
In the following sub-chapters these special events like avoidance maneuver are introduced.
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5.7 Execution of a Planned Course-Change
1. In good time before the planned wheel-over point is reached 1), the TP Waypoint 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 maneuver.
a) If the maneuver is to be performed as planned, this should be confirmed by pressing the

Execute key or button; this avoids further alarm escalation by the system.
b) If the maneuver is not to be performed as planned, Track mode must be switched off immedi-
ately after the TP WOP Execution alarm appears (before the wheel-over point is reached).
In Track mode, the maneuver is automatically performed as planned, even if the

TP WOP Execution alarm has not been acknowledged by the operator.
☞ If the TP WOP Execution alarm is not acknowledged by the time the wheel-over point is passed,
the TRACKPILOT Alarm signal is issued latest 30 s later for the purpose of triggering an external
alarm, for example the Back-up Navigator Alarm of an External Watch Alarm and Transfer system.
4. When the planned wheel-over point is reached or passed abeam, the TRACKPILOT switches over to
the next waypoint. The previous NEXT-waypoint becomes the To-Waypoint.
5. At the beginning of the maneuver, the new course is taken over as the set course. The contents of
the TRACKPILOT data display on the expander in the side-strip 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 deviation from the displayed track curve is compensated within the possible limits.
During the turn the set course for the track controller is continuously changing until the course of
the new track line is achieved.
In Track mode on ships with DNV NAUT-AW approval, the rudder limit set by the
operator is exceeded 1) if this is necessary for the execution of a planned
maneuver (e.g. to obtain the set radius or to keep on track).
1)
Up to the maximum value that can be set under Rudder Limit in the TRACKPILOT
Settings dialogue.
The maneuver is finished when the ship has passed the place computed for this (i.e. the end of the
curved path). At the end of the maneuver, the new set course is steered and the set radius is set to the
value that is programmed for the new To-Waypoint which is following after the just passed waypoint.
1) For adjusting of this advance warning time, page 422.
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5.8 Performing an Avoidance Maneuver
If the course has to be changed in an unplanned manner, e.g. in order to perform an avoidance
maneuver, 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 auto-
matically switched on. Steering thereafter takes place with the joystick in accordance with page 430 by
setting the heading to be steered and the radius.
After the end of the avoidance maneuver, it is possible to switch over to Track mode again, in which
case the appropriate preparatory checks and actions as described in page 438 must be performed before-
hand again. This is very much depending on the duration of the avoidance maneuver and on the course
and track deviations to the pre-planned track that have been reached in the meantime.
5.9 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
position error 1), the position error is only recognizable in that chart symbols do not coincide with their
radar video counterparts or range and bearing to known objects do not match to measurement in the
electronic chart.
1)
This can be the case when position sensors that have excessive system-inherent errors are selected and also
defined for the sensor monitoring
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5.10 Switching Off the Track Mode
Situation A: 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 1) key to switch over to the Heading mode. The present heading at this
moment is taken over as the set course (setting will be executed without drift agle compensation).
- Press the CSE MODE 1) key to switch over to the Course mode. The present course at this moment
is taken over as the set course (setting will be executed with drift angle compensation).
Situation B: Switch-Over during a Maneuver

- Actuate the Joystick to switch over to Heading mode. By this, the execution of the Track mode
maneuver is aborted. The present heading at this moment is taken over as the set course, in addi-
tion to the course change effected by the joystick movement.
- Press the HDG MODE 1) key or button to switch over to the Heading mode. The set course
currently being displayed is kept as the set course (i.e. used as the set heading). Execution of the
Track mode maneuver is continued. 2)
- Press the CSE MODE 1) key or button to switch over to the Course mode. The set course currently
being displayed is kept as the set course. Execution of the Track mode maneuver is continued.
Situation C: Switch-Over at the End of the Track

- 60 seconds before the last waypoint of the System Route is reached, the TP End of Track alarm
appears. After acknowledgment, a switch-over to Course mode takes place automatically. The set
course currently being displayed is kept as the set course (i.e. usually the course over ground).
☞ 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.
In Track Mode, Modifying of the Data Taken Over from the System Route
While the TRACKPILOT is being operated in Track mode, the System Route 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 Route:
Rudder economy, course limit and track limit can be set to different values at any time by the oper-
ator. These changes are temporarily valid until passing a waypoint or a parameter point which has
different settings than currently used, the Sailing mode can likewise be altered manually, but only via
the Route Editor and after deactivation of Track Mode.
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 Route. If the Pilot Data are switched off (via AUTO Fill), only the set
courses specified by the waypoint positions and the radius values are taken over.
☞ Switched-off Pilot Data are automatically switched on again when the Track mode is reactivated.
1) Or by selecting the mode with the aid of the corresponding mode button on the TRACKPILOT expander.
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 maneuver, in order to avoid an undesired change of the course.
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Operating Instructions Monitoring the Route Data
6 Monitoring the Route Data
The Route Data window can be opened in

the Tools bar or with earlier SW versions
under Tools > Routes > Route Data.
It contains the most important data about
the currently valid part of the System Route
(see the figure and the detailed description
below). These data are calculated by the
system 1) after the System Route has been
checked and activated in the Route
Explorer or in the header of the Route
and Waypoint List.
As long as no System Route has been
defined or the route has been deactivated,
the data fields in the Route Data window
remain empty; only the System Route data can be shown in this window.
As soon as the System Route data have been made public within the system, the leg nearest to the
actual own ship position is selected automatically whereby the From and the To Waypoint are defined.
Following that selection, the course change maneuver at the To Waypoint is constructed and the data
for the Route Data window are calculated and displayed on the screen.
When the ship is following the route displayed as System Route in the PPI or chart area, the From and
To Waypoint are changing accordingly and so are the respective data in the Route Data window 2).
The Route Data window consists of the Header, the Leg Data, the data group referencing the Wheel
Over Point and the data group referencing the To-Waypoint.
Depending on the situation
- being off track and / or off course,
- sailing on or near to the straight part of the leg,
- approaching the WOP,
- starting the turn when passing the WOP,
- sailing on or near to the curved path of the track,
the different data in the window are adapted or marked accordingly (see table below).
When AUTO Fill is selected or the Track mode is activated, the Next Course and the Next Radius
are automatically taken over into the TRACKPILOT Expander.
1)
In systems without integrated TRACKPILOT, this calculation is executed by the ECDIS application and shown
in the Route Monitoring window. In systems with integrated Track Control function the TRACKPILOT appli-
cation takes over this calculation.
2) This is independent of the fact that the ship is being steered by the TRACKPILOT or by other means.
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Monitoring the Route Data Operating Instructions
6.1 Details of Route Data
The following table explains the details of the Route Data window as shown on page 447.
Header: Route Data

Name Name of the activated System Route, i.e. of the pre-planned track
Number and name or designation of the From-waypoint, i.e. the last passed
From
waypoint.
Number and name or designation of the To-Waypoint, i.e. the waypoint ahead to
To
be passed next.
Sailing Sailing Mode: Rhumb Line (RL) or Great Circle (GC) as defined in the System Route
Track Control Mode: To Track (To TRK) or To Waypoint (To WPT) as defined in the
Control
system Route.
Leg Data:
Track Course: The course to be steered over ground on the currently valid leg or
TRK the present course steered on the curved path (changing during a turn). Marked with
or if the ship is off course. 1)
Cross Track Distance measured from own ship perpendicular to the track-line.
---- is displayed in the XTD field if the distance is greater than 9999 m, marked with
XTD or if the ship is off track. Marked with L or R if the ship is positioned to the
left or right side of the track line. L means steer to starboard; R means steer to port
in order to reach the track line.
Wheel Over Point:

Distance to go to the WOP. The WOP distance is displayed in NM if the distance is
WOP
greater than 9999 m.
Next Course: The course on the next leg of the pre-planned track after completion
Next of the turn ahead of the ship and Radius of the next turn to be executed after
passing the WOP.
TTG Time to go to the WOP and
Estimated time of arrival at the WOP, both calculated with the present speed over
ETA
ground.
To-Waypoint 2):
WPD Waypoint Distance and
WPB Waypoint Bearing measured from the present position to the To-Waypoint.
TTG Time to go to the To-Waypoint and
Estimated time of arrival at the To-Waypoint, both calculated with the present
ETA
speed over ground.
1) The alarm symbol may be slightly different, other versions could have a symbol with figure 1 or 3
2)
Refer to the Route and Waypoint List selectable under Tools > Routes if you want to access infor-
mation e.g. about courses, sailing distances, TTG and ETA of other waypoints on the pre-planned
track or of the complete route, or if you want to print a passage plan.
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Operating Instructions Useful Information Regarding the Steering Modes
7 Useful Information Regarding the Steering Modes
This section gives further information about the operation of the TRACKPILOT in different navigational
scenarios:
• Use of TRACKPILOT in shallow water
• Influence of drift in all modes
• Drift stabilization of the Curved Headline
• Position filtering in Track mode
• Position monitoring in Track mode
• Position drift monitoring in Track Mode
• Correction of the actual course for the track
• Great circle or rhumb-line navigation
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Useful Information Regarding the Steering Modes Operating Instructions
7.1 Use of the TRACKPILOT in Shallow Water
Shallow water may effect the dynamics and maneuverability of a vessel. Shallow water is considered to
be a water depth (depth below transducer + draft) of less than 2.5 times the draft of the vessel. If sailing
with high speed in shallow water the draft of the ship may increase considerably caused by the squat
effect.
Physically, the squat effect takes place because the water pressure underneath the ship between the hull
and the seabed gets lower and lower the higher the ships speed and the lower the water depth is. Gener-
ally speaking, the ship "sucks" itself to the ground and loses maneuverability.
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 the ships behavior
in shallow water.
If you are observing unusual behavior 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 echo sounder and the depth indicated 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, because the ships reaction is expected to be
much slower than normal.
- Reduce the speed until the steering actions become stable.
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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7.2 Influence of Drift for all Modes
In Course mode and Track mode, the drift component of the ships movement is taken into account:
True north
Manual set; is entered by dialogue under Set
Speed over ground in Drift if the single-axis log is selected
the longitudinal direc- Manual drift; is entered by dialogue under
tion; measured by the Set Drift if the single-axis log is selected
dual-axis log in Bottom
Track mode or by a position
sensor selected as the Speed of the current; is
speed sensor computed from the difference
between Bottom Track and Water
Track data; displayed on the
Speed through the water displays as Set and Drift.
in the longitudinal direc-
tion; measured by single- Speed over ground; is measured by the
axis logs dual-axis log in Bottom Track mode or by a
position sensor selected as the speed sensor
Own speed: Speed

produced by the ship's own Speed over ground; in the case of a single-
propulsion 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
Fig. XII / 1 Taking Account of Drift
In the ideal case, the course over ground is used computed from speed over ground measured by
dual-axis log in Bottom Track mode. In the worst case, i.e. if manual speed or a single-axis log has
been selected and no set or drift values have been entered, the heading value is used as the actual
course in Course mode too. In Course mode, the ship is steered in the same direction as in Heading
mode, without drift compensation.
Between these extremes, the following sources for speed could appear:
- A position sensor is used 1), the course made good supplied by this sensor is used as course over
ground, which includes the drift by wind and set.
- A dual-axis log in Water Track mode is used, the course through the water is then used, which only
includes the drift by wind.
- A single-axis log is used, and set and drift are entered manually, 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.
In Track Mode the influence of drift is additionally compensated by the use of the position data deliv-
ered by the selected position sensor. The ability of the TRACKPILOT to keep the ship on the pre-planned
track is increased the better the selected speed sensor is matching to the real speed over ground.
1) 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 the
filtering of the COG/SOG signal supplied by the position sensor.
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7.3 Drift Stabilization of the Curved Headline
- In Course mode:
In Course mode, the Curved Headline can be displayed bottom-stabilized and is therefore the set
track on which the ship is intended to be 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 stabilized display of the Curved Headline can be
selected on service level:
- Standard setting (Curved Headline Bottom Fixed):
The Curved Headline is "frozen" in a bottom-stabilized manner at the beginning of the
maneuver. 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-stabilized set track. Any track deviation that is visible
on the radar will not be compensated by Heading mode. Any track deviations must be compen-
sated by the operator by changing the set radius and/or the set course. This setting of the
bottom stabilization is the standard method.
- Alternative setting:
The Curved Headline is not "frozen" in a bottom-stabilized 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 maneuver the Curved Headline corresponds to the track on which the ship is
being steered.
The drifting of the Curved Headline can be checked against fixed radar targets, the symbols
and lines of the radar map, the vector chart or the User Symbols. 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 stabilization 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 maneuver, the Curved Head-
line is computed anew. In all cases, the Curved Headline begins under the ship symbol again.
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7.4 Position Filtering in Track Mode 1)
To support the dead reckoning process for the track controller with the position data of the selected posi-
tion 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
deviation injected into the control process.
- Control of the filter time-constant depending on the set track limit and on the selected position
sensor.
Filter Time-constant
Filter Time-constant for
Position Sensor for the Largest Track
the Smallest Track Limit Limit
Estimated Position 0 Min. 100 Min.
GPS and DGPS 1 Min. 100 Min.
All other sensors 2 Min. 100 Min.
Table XII / 1 Filter Time Constant in Dependence on Track Limit
From this, it turns out that, when precise track-keeping (small track limit) is set, the TRACKPILOT
follows the position mean variation quite fast. 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 mean variation (i.e. if GPS with 50 m mean variation is used, the track limit should be 250
m).
- Larger values for the track limit automatically increase the filter time-constant, and in addition they
lead to an additional internal rudder-limitation.
Recommended setting of the track limit:
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.
Table XII / 2 Setting of the Track Limit
1) This chapter is not applicable for systems without Track Mode, i.e. for the basic heading control system.
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7.5 Position Monitoring in Track Mode
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 Position Sensor alarm.
A switch-over to another position sensor must take place or Track mode must be 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 limit pre-set in the TRACKPILOT Settings dialogue:
- 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 1), the TP
Position Jump alarm is triggered. After the alarm has been acknowledged, the position value
received is incorporated into the control process via the position filter.
- Discontinuities in the position data which are larger than a value that is set at service level 2) lead
to the TP Track Mode Fault alarm; when this alarm is acknowledged, a switch-over to Course
mode takes place and the ship´s course must be set manually.
7.6 Position Drift Monitoring in Track Mode
If the monitoring of the position sensor is not active (see page 454), the TRACKPILOT performs the
following monitoring activities:
• With the gyro heading and the data of the selected speed sensor, a 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 compu-
tation of the temporary track (New Track function).
• If the distance between the position resulting from this long-term dead reckoning and the posi-
tion received is larger than the set track limit 3), the TP Position Drift alarm appears. When
this alarm is acknowledged, the long-term dead reckoning is started a new.
• 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 manual Dead Reckoning 4) position is selected as the position sensor, the monitoring of
the position drift by the TRACKPILOT does not take place. As a consequence, sailing in Track
mode with manual position data in use is not allowed for longer periods of time.
1) 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 and positioning mode.
2) In the case of ships with DNV NAUT-AW approval, the maximum figure for this value is 1000 m.
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.
4) Indicated as Manual DR in the Position group of the permanent area
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7.7 Correction of the Actual Course to Reduce Constant Track-Deviations 1)
Relationship between the Actual Course and the Constant Deviation from the Track
The actual course which is generally used in the NACOS for course and track control is computed from
the compass course, taking account of the longitudinal and transverse speed values supplied by the
selected speed sensor. The course and speed vector over ground for TRACKPILOT is converted to the
track control position near the bow of the ship before use. If this value is not equal to the course made
good resulting from the position data at the track control position, 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 course correction value is computed at intervals of 30 seconds on a straight course by comparing
the positions 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 the error in the drift angle of the selected speed sensor.
The correction value is filtered and limited; 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 again 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 over ground) delivered by the selected position
sensor.
7.8 Great Circle or Rhumb-Line Navigation
The indication of sailing mode defines whether the To-Waypoint, if more than 25 NM distant, will be
approached on an approximate great circle or on a rhumb line. This setting is possible only via the Route
Editing function under Tools > Route 2).
☞ 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 automatically steered on the great circle
on those sections of the track on which the distance between the waypoints is greater than 25 NM. 3)
☞ The Sailing mode must be treated as a display field for the sailing mode selected by a corresponding data entry
during editing of the pre-planned route.
1) This chapter is only applicable for systems with Track control mode.
2)
This means that the sailing mode of any leg of the pre-planned route can only be changed within the Route Editor
itself, but its changes are indicated here.
3)
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 approxi-
mated 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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Anchor Control Mode (Optional) Operating Instructions
8 Anchor Control Mode (Optional)
In the Anchor Control Mode, the ship is kept on

the specified heading by means of the tunnel
thrusters.
This function is available only if the corresponding
outputs of the TRACKPILOT Interface have been
connected with the tunnel thrusters during commis-
sioning of the TRACKPILOT.
In this case the TRACKPILOT mode control field (red

arrow) provides next to OFF the mode Anchor Ctrl.
This mode is visible only if the steering mode
selector is not in the TRACKPILOT position. Other-
wise it shows a choice between Heading, Course,
and Track mode.
The tolerance and the limit for the control sector and thruster
related parameters can be set in the Anchor Ctrl settings
menu which is another tab in the Trackpilot Settings
menu. It opens if Anchor Control mode is selected or if the
Settings button in the TRACKPILOT Menu is used.
☞ If two TRACKPILOT units are installed: Anchor

Control mode is only possible with TRACKPILOT 1. For
this reason, these settings can only be made if TRACK-
PILOT 1 is selected; see also page 207.
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Operating Instructions Anchor Control Mode (Optional)
8.1 Setting the Heading and the Sector for Anchor Control
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.
Set Heading Set Heading

The set heading (see red arrow) 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.
It can be changed with the joystick or by entering a Next

heading and using the Execute button (see also page 431).
Heading Tolerance
The heading tolerance is used to define the permissible devi-
ation 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
counteracting force produced by the thrusters 1).
This setting is made in the field Tolerance.
The smaller the value that is entered, the more accurately the heading can be maintained.
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 Limit.
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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8.2 Thruster Related Settings for Anchor Control Mode
Economy
The anchor economy is used mainly to adjust the control
gain and therefore the control accuracy.
After you have clicked on the Economy field, the setting is
made by clicking on one of the numerical values. A low
numerical value corresponds to a high control gain, i.e. this
leads to greater control accuracy and more intensive use of
the thrusters
Thruster Power, Thruster Power Limit

The TRACKPILOT generates separate control signals for the
stern and bow thrusters, with which each connected thruster
is driven. This setting is made under Set in percent of the
maximum thruster power.
☞ In the line Stern, a value of 90% under Set means that each stern thruster is driven so that it has
to deliver 90% of its possible output power.
The power actually delivered by the thrusters 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 89% under Act means that all 3 thruster are currently delivering
89% of their 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 90%, each thruster is driven so that a maximum of 90% of its possible power output
is used.
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 above menu as follows:
In the lines Bow and Stern, each box represents a thruster.
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).
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8.3 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 page 457 ff.).
- The thrusters must be ready (hydraulics, electrical system).
- The workstation 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 TRACKPILOT units are installed: TRACKPILOT 1 must be selected.
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
operational mode field of the TRACKPILOT and then on
Anchor Ctrl.
Deactivating the Anchor Control Mode

The Anchor Control mode is deactivated
- by clicking in the operational mode field of the TRACKPILOT at the TRACKPILOT Master and then
clicking on the OFF button,
- when activated thrusters are no longer available to the TRACKPILOT 1), which is indicated by the
yellow color of the thruster display,
- when (with the aid of the steering mode selector switch) the TRACKPILOT is connected to the
steering gear,
- when the operator deactivates the mode by external operating.
Systems with two TRACKPILOT units: 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).
1) Insofar as this dependency was configured in this way at service level.
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8.4 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 Ctrl

is shown in the operational mode field and the
present heading is shown as the set heading in
the SET field.
• In the PPI/chart area 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 figure below.
• In the Conning mode, the Open Sea display shows the heading deviation instead of the course
deviation.
At all other workstations (MFD) of the system at which the TRACKPILOT can be operated, these data
can also be displayed.
Switching the display of the anchor control symbol on/off: For safety reasons the anchor control
symbol is always switched on as long as the anchor control mode is switched on.
Heading limit
Heading line
Additional heading limit
Set heading Heading tolerance
Anchor control symbol Stern line
Further Recommendations on Operating and Display

Activation of the Anchor Watch function as described under DISPLAY FUNCTIONS AND TOOLS
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.
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8.5 Operation in the Anchor Control Mode
While the Anchor Control mode is active, all of the parameters listed above can be modified at any time
at the TRACKPILOT Master.
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 pre-set 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.
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Azipod Dynamic Optimizer (ADO) Mode (Optional) Operating Instructions
9 Azipod Dynamic Optimizer (ADO) Mode (Optional)
The Azipod Dynamic Optimizer (ADO) is an external

system from ABB which improves the efficiency of a double
shaft Azipod propulsion system by calculating an optimized toe
angle for the two Azipods during the voyage. This dynamic
setting depends on actual load, speed, trim, and other values
derived by the ADO system. The optimized toe angle is trans-
ferred each second to the TRACKPILOT which is then turning
the two propulsion pods slightly outwards (typically a few
degree) from the ships center line.
☞ This function is available only if the corresponding serial
input of the TRACKPILOT Interface has been connected
with the Azipod Dynamic Optimizer and the ADO option Azipods of German Multi-Purpose
has been selected during commissioning of the TRACK- Vessel Arkona
PILOT.
If the ADO function has been installed,

the Trackpilot Settings menu shows
one more tab called Eco.
Click here to
Click to Eco to see an overview about open the
the ADO status. Settings bar
with the Eco
The ADO system is activated by an entry (if config-
external switch. If active, it is continu- ured
ously sending the optimized data to
the TRACKPILOT (once per second).
During turning of the vessel new
settings will be ignored, the TRACK-
PILOT proceeds using the last known
values.
After finishing the course-change of the vessel the TRACKPILOT accepts the next incoming data telegram
for the toe angle to be added to the Azipods order again.
The system status is shown in the Eco menu and can be as follows:
Optimized
The ADO system is sending the toe angle which is added by the Trackpilot to the Azipod order.
Fixed
The ADO system is sending the toe angle which is not considered due to a maneuver. The last value is
frozen.
Failure
The toe angle is not received from ADO, a failure message is also given in the alarm list as follows:
TP ADO Interface alarm
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Operating Instructions Utilities for the TRACKPILOT
10 Utilities for the TRACKPILOT
If a malfunction occurs in the TRACKPILOT system, and if this malfunction cannot be corrected by means
of the operation actions described in this document, an attempt can be to correct the fault by restarting
the TRACKPILOT:
1. Disconnect the TRACKPILOT from the steering gear by setting the steering mode selector switch to
manual position.
2. In the TRACKPILOT Settings dialogue, click on the Utilities button, select the restart option TP
Hardware or TP Software and answer OK to the question which appears afterwards. Refer to the
subsequent chapter for more information.
Restarting the SPEEDPILOT

If a malfunction occurs in the SPEEDPILOT system, and if this malfunction cannot be corrected by means
of the operation actions described in this document, an attempt can be to correct the fault by restarting
the SPEEDPILOT:
1. Disconnect the SPEEDPILOT from the engine control, use manual control of the lever instead.
2. In the SPEEDPILOT-Expander click on Settings, then on Utilities, select the restart option SPEED-
PILOT-Software and then click OK. Refer to the subsequent chapter for further information.
10.1 Restarting the TRACKPILOT
Opening the TRACKPILOT Utilities Dialogue

- Open the TRACKPILOT Settings dialogue
- Click on Utilities
The following description is based on this dialogue. The dialogue can be closed again (without anything
being executed) by clicking on the Cancel button.
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 System Failure alarm, or the TP Trackpilot Failure alarm, restarting of the TRACK-
PILOT software or restarting the TRACKPILOT electronics unit might correct the fault situation.
During the TRACKPILOT software start-up triggered by the restart, unwanted output signals can occur
and alarms can take place. Therefore, the following rule applies:
Situation A: Restarting the TRACKPILOT Software
Before restarting the TRACKPILOT program, the TRACKPILOT must be disconnected

from the steering gear.
Use manual steering or another steering mode.
Restarting of the the TRACKPILOT program takes place after the Restart TP Software button in the
TRACKPILOT Utilities dialogue has been selected.
☞ If two TRACKPILOT are installed, the restart takes place for both TRACKPILOT.
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Utilities for the TRACKPILOT Operating Instructions
Situation B: Restarting the TRACKPILOT Electronics Unit

The complete TRACKPILOT electronics unit can be restarted
- in the TRACKPILOT Utilities dialogue, if the Restart TP Hardware button is selected, or
- by switching off and on the power supply of the TRACKPILOT computer 1) (Often installed in the
Centre Console or in the Conning Console).
Before restarting the TRACKPILOT electronics unit,
- the TRACKPILOT must be disconnected from the steering gear.

Use manual steering or another steering mode.
- The optional SPEEDPILOT must be disconnected from the engine control system.
Use manual control of the lever.
The TRACKPILOT electronics unit is powered down by switching the unit off and on again after
approximately 5 seconds at its power switch 2).
☞ The power down restart of the TRACKPILOT also includes the restarting of the TRACKPILOT
program and, if installed, the SPEEDPILOT program. In addition, this also restarts the TRACK-
PILOT Interface unit.
Useful Information
The TRACKPILOT electronics unit as part of the NACOS integrates
- the autopilot (i.e. heading control) and the track control function (TRACKPILOT),
- the processing of interface data received from the the TRACKPILOT Interface unit,
- the optional speed control function (SPEEDPILOT)
- the data support for the optional Conning Display
and the computer of the TRACKPILOT electronics unit supplies all other units of the NACOS (RADAR,
ECDIS, Conning) with its data via the bus system.
☞ If the computer of the TRACKPILOT electronics unit fails or is restarted or powered down, all the
above listed functions will not be available and the connected MFDs will show the Trackpilot
System Failure alarm. The connected TRACKPILOT Interface unit forms the interfacing to all
required sensors, actuators or external systems (rudder engines and feedback, propulsion system)
for theses functions, which are also not available when the TRACKPILOT electronics fails or is
powered down.
☞ As a result of restarting the TRACKPILOT software for example the adapted neutral rudder-angle
and the adapted course-correction value are deleted. Therefore, after restarting of the TRACK-
PILOT 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 again.
1)
This switch (the power key) is situated at the front panel of the TRACKPILOT-PC. Alternatively, the TRACK-
PILOT electronics unit and its interface unit can also be switched off at the mains switchboard. Switching off and
on the complete NACOS will also restart the TRACKPILOT electronics unit and the TRACKPILOT Interface.
Wait as a minimum 5 seconds until switching on again.
2) This switch (the power key) is situated at the front panel of the TRACKPILOT-PC. Alternatively, the TRACK-
PILOT electronics unit and its interface unit can also be switched off at the mains switchboard. Switching off and
on the complete NACOS will also restart the TRACKPILOT electronics unit and the TRACKPILOT Interface.
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SPEEDPILOT
NACOS Platinum Navigation SPEEDPILOT
The SPEEDPILOT remotely controls the propulsion lever 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
by manual input or by input from the active system route.
From this comparison it derives the necessary values for the speed control unit lever which ensures that
the set speed is maintained.
In order to be able to monitor the operation of the SPEEDPILOT on the propulsion lever, it is strongly
recommended to use an electronically synchronized lever system as a minimum at the main operating
station for speed control.
The drift component of the speed is taken into account insofar as it is contained in the measured speed
of the speed sensor selected for speed control.
The SPEEDPILOT is an optional SW extension of the TRACKPILOT system. No separate HW is required.
The fact that it is installed and activated for a specific MFD can be recognized from the fact that there
is a SP tab contained in the DISPLAY FUNCTIONS AND TOOLS sidebar.
Comparable to the TRACKPILOT, also the SPEEDPILOT function can be operated from all MFDs that are
equipped with a TRACKPILOT keyboard.
Depending on the situation of TRACKPILOT- and SPEEDPILOT-Master, one person can operate the
TRACKPILOT function on one MFD and another person can control the SPEEDPILOT function on another
MFD. Also the combined operation on one and the same MFD by a single person is possible.
Adaptation of the Speed Control Accuracy

The SPEEDPILOT control algorithms are based on a "Lever to Speed" model stored in the SPEEDPILOT
software in form of tables for each engine configuration. During active speed control the SPEEDPILOT
adapts these tables according to the environmental conditions and the possibly varying propulsion power.
After activation of speed control by SPEEDPILOT it may take some minutes until the speed control accu-
racy is within the sensitivity limit given by the operator in the SPEEDPILOT Settings menu.
The duration for correct adaptation is very much depending on the surge time constant of the ship, i.e.
the sum of reaction time of the propulsion system and the acceleration / deceleration time of the ship
itself.
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SPEEDPILOT NACOS Platinum Navigation
1.1 The Operating Modes of the SPEEDPILOT
Set Lever mode

The lever is set to a fixed value which must be input manually by the operator.
☞ 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 MFD, without having to actuate
the lever directly by hand.
Set RPM mode 1)

The RPM order can be set manually to a fixed value by use of the lever interface (i.e. in reality the lever
value is set).
☞ With this mode, the speed control function of the SPEEDPILOT is switched off. It is provided to allow
precise RPM settings through operating actions performed at the MFD, without having to actuate
the lever directly by hand.
The following operational modes of SPEEDPILOT perform active speed control and they differ with regard
to the source of the set speed and if SOG or STW shall be controlled:
Set Speed mode

The set speed value is set manually by the operator in the SPEEDPILOT Expander on the MFD. Via the
selection of SOG or STW it can be specified if the speed over ground or the speed through water shall
be controlled in the Set Speed mode.
SOG: The actual ground speed value is taken from the selected SOG sensor 2).
STW: The actual water speed value is taken from the selected STW sensor2).
Planned Speed mode

While the ship is sailing along the activated System Route, the "Arrival Speed" value computed by the
system for the existing situation is used as the set speed. The "Arrival Speed" is the speed at which the
ship would currently have to sail in order to reach the destination (the arrival point) at the planned time
of arrival (ETA). The computations that are necessary for this ETA-controlled sailing are performed
continuously by the system 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 being
set in the System Route) 3).
In Planned Speed 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 (wind, set and drift, limitations
in propulsion power, etc.) and the selected speed input (SOG / STW)2).
Via the selection of SOG or STW it can be specified if the speed over ground or the speed through water
shall be controlled.
☞ Nevertheless, if achieving the ETA has priority over variations of the requested propulsion power
caused by changing environmental conditions, it is required to select SOG as speed input for the
SPEEDPILOT.
1) This function is optional and requires accurate entry of a so called "RPM to Lever" table on Service level.
2) The first software-version of the speed control application includes the SOG-selection only. Use of STW will be
enabled in a later version.
3) The voyage planning data that are necessary for this function must be contained in the activated System Route.
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1.2 The SPEEDPILOT Expander
Click to the SPEEDPILOT entry in the Tools bar to open the SPEEDPILOT expander.
For earlier SW versions (before 2.0) click to the SP tab in the first line of the DISPLAY FUNCTIONS AND
TOOLS sidebar to open the SPEEDPILOT expander.
☞ By clicking on the upper bar of the expander, the display can be closed and opened again. Selection
of another expander often hides this one, but it re-opens automatically when it is selected again.
Select between
SPEEDPILOT 1 or 2
Control Mode of the Commanded Set
SPEEDPILOT speed value
Planned speed Filtered average

and Next speed values Actual speed
taken from the acti- Manual setting of the propul-
vated system route sion lever or indication of the
commanded Set Lever
value.
(The set lever value is also

shown when the SPEED-
Number of engaged PILOT is switched off in
Switches this MFD to Engines or generators order to present the lever
act as the SP Master (if available) setting which would be used
on activating the SPEED-
PILOT)
Fig. XIII / 1 The SPEEDPILOT Expander
The following description is based on the above dialogue:

When the SPEEDPILOT is in the activated state, the engine is still controlled by means of the propulsion
lever 1); but the lever is controlled remotely by the SPEEDPILOT 2) and no longer by manual lever move-
ment by the operator. To ensure controlled activation of the SPEEDPILOT, preparations have to be made
as described in the subsequent paragraphs.
1) or some other control unit, which is likewise called "lever" in the following; ships with two propellers often
have two levers, which are normally working synchronously.
2)
If the engine remote control system offers the possibility, the SPEEDPILOT is integrated in such a way that
the propulsion 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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1.3 The SPEEDPILOT Operating Unit
The SPEEDPILOT can be operated completely from

the SPEEDPILOT Expander as introduced in the last
chapter.
But setting the Master mode can be done also from
the TRACKPILOT keyboard which is part of the Plat-
inum Operating Unit and built-in on the right side.
The Platinum Operating Unit is typically inserted into
a console or desktop installation.
The subsequent picture shows the TRACKPILOT
keyboard with the button for setting the MFD to
Master mode in more detail:
Setting the MFD as TRACKPILOT or SPEED-

PILOT Master.
The TRACKPLILOT and SPEEDPILOT-Master can be set independently of each other, i.e. one MFD can
operate the TRACKPILOT, another one the SPEEDPILOT.
☞ Although the SPEEDPILOT function is running on the TRACK-
PILOT system, it is independent of the position of the steering
mode selector switch.
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Operating Instructions Setting the SPEEDPILOT Parameters
2 Setting the SPEEDPILOT Parameters
During the system commissioning or sea-trial, the control

characteristics of the SPEEDPILOT were adjusted to suit Click here to open
the Settings bar.
the characteristics of the ship and propulsion engine.
Furthermore, however, the SPEEDPILOT also has to be
adjusted during its operational use to ensure that it suits
the existing conditions.
These settings can be made in the Speedpilot Settings
dialogue available via the respective control in the Click to Settings under
SPEEDPILOT to open
Settings bar. the Settings window.
For earlier SW versions (before 2.0) click directly to the
Settings button in the SPEEDPILOT exander.
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Setting the SPEEDPILOT Parameters Operating Instructions
2.1 Opening the SPEEDPILOT Settings Dialogue
Open the SPEEDPILOT Settings dialogue as shown on the previous page.

Switch the MFD to act as the SPEEDPILOT Master, see page 469 or page 470.
The SPEEDPILOT Settings dialogue is handled as a movable window, which can be placed somewhere
on the screen by the operator. Only the SPEEDPILOT-Master MFD can change the data, but all other
MFDs may also display the data.
The values set last by any of the MFDs are stored permanently in the system and are recalled after a
reset or power-on of the system.
The data shown under SPEEDPILOT-Settings are always following the dataset received back from the
SPEEDPILOT itself, i.e. the feedback and alive-status of the SP-subsystem can always be monitored by
the operator.
Response threshold for the

lever activation by the
controller
Setting for adaptation to
Setting the control the prevailing weather
characteristics of conditions
the speed Upper speed limit and
controller alarm threshold for speed
setting
Setting the limits
and alarm Speed deviation alarm
thresholds threshold for the speed
control monitoring
Setting the upper and lower
alarm limit (i.e. also the
operating range) of the
remote controlled propulsion
lever
Fig. XIII / 2 SPEEDPILOT Settings Dialogue
The following description is based on the above dialogue, which is available on each MFD with SP-Master
function and on the connected CONNINGPILOT. Only the MFD with activated can change
the settings.
☞ The Settings dialogue can be closed again by clicking on the Close or [X] button.
☞ 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 or unfavourable setting of one or more 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 during or after 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.
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2.2 Setting the Response Threshold of the Speed Control Function
By correct setting of the Sensitivity value, optimization is achieved between exact maintenance of the
set speed and frequency of changing of the engine driving function (i.e. the lever setting).
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 0.2 kn or 0.1 kn is desirable for calm
weather conditions. It must be increased if, in spite of high values of the internal speed filter, the speed
signal fluctuations (for example), caused by the sea state, affect the lever value which the SPEEDPILOT
gives to the engine control system.
Fig. XIII / 3 SPEEDPILOT Sensitivity Setting
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2.3 Setting the Economical Control Behaviour
Economically advantageous optimization between precise speed control and frequency of changing of the
lever, depending on sea state and wind, is achieved by means of the Lever Economy parameter.
Lever Economy Control Weather

1 Precise Calm
2....3 Precise to tolerant Normal
4....6 Tolerant Bad
Higher Very tolerant Very bad
After you have clicked on the Lever Economy field, the setting is made by clicking on one of the numer-
ical values. A low numerical value corresponds to a precise speed control on one hand and to more
frequent movements of the lever on the other hand.
Fig. XIII / 4 SPEEDPILOT Lever Economy Setting
Without other experience for the Lever Economy Setting, you should start with use of
Lever Economy = 3.
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2.4 Setting the Upper Limit of the Set Speed
For reasons such as

- reducing the wear and tear on the propulsion engines,
- limiting the fuel oil consumption and
- applying limits depending on the weather and on the type of waterway and the loading conditions,
it might be desirable to apply an upper limit to the set speed ordered by the SPEEDPILOT.
When the SPEEDPILOT is being operated in Planned Speed mode, this can be done by entering the
Speed Limit without any need to change the pre-planned route or the time schedule.
Speed values above the limit entered during Set Speed mode are automatically rejected.
☞ By input of the speed limit value 0, the limitation of the set speed order is switched off.
Fig. XIII / 5 SPEEDPILOT Speed Limit Setting
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2.5 Setting the Upper and the Lower Limit of the Lever Values
By means of the function High Lever Limit, the maximum lever value that can be output by the SPEED-
PILOT is set. This value must be selected such that any restrictions in the propulsion system (e.g. fuel
oil consumption, number of required generators) are not violated during SPEEDPILOT operation.
Fig. XIII / 6 SPEEDPILOT Lever Limit Setting
By means of the function Low Lever Limit, the minimum lever value that can be ordered by the SPEED-
PILOT is set.
This value must be selected such that the propulsive power is still sufficient to
ensure rudder effectiveness for reliable course-steering.
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Operating Instructions Sailing with the SPEEDPILOT
3 Sailing with the SPEEDPILOT
1. Switch the required MFD to act as the SPEED-

PILOT Master: In the SPEEDPILOT expander,
check the Master control, or press the appro-
priate button on the TRACKPILOT keyboard for
more than 3 seconds.
☞ The SPEEDPILOT can be operated on any MFD that is equipped with a TRACKPILOT Operating
Unit, but only from one at a time. The unit from which the SPEEDPILOT is currently being
operated is called the SPEEDPILOT Master. This can be recognized from the fact that, in the
SPEEDPILOT Expander, the Master control is checked, and that the small green lamp above
the SPEEDPILOT Master key of the operating panel is alight.
Even when the SPEEDPILOT is in the activated state, the switch-over to act as the SPEEDPILOT
Master can take place at any time on any MFD on which the SPEEDPILOT is allowed to be operated.
2. Select a suitable speed sensor;

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, specifically when
sailing along the activated route in the
Planned Speed mode.
3. Set the control behavior of the SPEED-

PILOT to suit the existing conditions by means of the following
parameters (see page 472) available in the Settings Dialogue:
• Sensitivity
• Lever Economy
• Speed Limit
• Speed Alarm
• High Lever Limit
• Low Lever Limit
4. Connect the SPEEDPILOT to the Engine Control System as described on the next page.
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Sailing with the SPEEDPILOT Operating Instructions
3.1 Activation of the SPEEDPILOT by Connecting to the Engine Control
The activation of the SPEEDPILOT can be set during commissioning of the system to Internal or
External depending on the remote control interface connected to the engine control system.
Internal Activation: The mode control field has an OFF
position and from here OFF or one of the operating
modes can be selected.
External Activation: The mode control field has no OFF
position but the operating modes can be selected as
before. Activation is done from an external switch at the
bridge typically close to the levers. If the external switch
is set to OFF, the control mode field shows an OFF as
well, but no operating modes can be selected.
In any case a "SP-Ready" signal indicates the availability of the speed control by SPEEDPILOT 1).
The procedures for activation are as follows:
Internal Activation:
In the SPEEDPILOT Expander, click on the operational mode field and then on Set Lever or Set Speed.
☞ If the correct Planned Speed value from the active System Route is already available and shown in
the expander you can also directly activate the system in the Planned Speed mode.
External activation:
Set the external SPEEDPILOT activation switch to ON. The SPEEDPILOT is then activated in the Set Lever
mode. To maintain the present speed, choose Set Speed as operational mode, see page 482.
As soon as the selected operating mode is displayed in the SPPEEDPILOT expander and no error message
is given, the SPEEDPILOT is in the activated state. The levers are now being controlled by the SPEED-
PILOT, and not manually any more.
In Set Lever mode, the actual lever setting, and in Set Speed mode the speed at which the ship has
been sailing at the instant of activation is taken over.
If the necessary preparations have been made, then another operating mode can be selected as well.
If two TRACKPILOTS each having a SPEEDPILOT are installed:
If two SPEEDPILOTS are installed, and External Acti-
vation is configured, the headline of the SPEEDPILOT
Expander shows the number of the externally selected
SPEEDPILOT, either Speedpilot 1 or 2.
☞ In this case there should be an external switch with
the positions OFF, Manual, SP1, and SP 2 avail-
able.
If two SPEEDPILOTS are installed, and Internal Activation is configured, the headline of the SPEED-
PILOT Expander shows again the number of the selected SPEEDPILOT, either Speedpilot 1 or 2.
☞ In this case there is a select field next to the control mode field which provides the positions OFF,
SP1, and SP 2.
1)
On ships with 2 propellers and independent propulsion engines, the Enable, Ready and On/OFF signals are often
available twice and must be controlled synchronously.
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3.2 Switch-Over of the Operating Mode
Switching over is performed in the SPEEDPILOT expander by clicking on the existing operating mode and
then, in the drop-down menu, on the desired operating mode. Thereafter, the corresponding input menu
is opened to accept or change the set-value. The menu must be closed with the Set control to activate
the selected mode. With the Cancel control, the switch-over will not take place.
After switching to another operating mode, the currently valid mode and the corresponding Set value
are shown in the first line of the SPEEDPILOT expander.
Fig. XIII / 7 SPEEDPILOT Operational Modes
If a switch-over to Planned Speed mode is to take place, a System Route must be activated before,
which contains planned Speed data. Furthermore, the voyage plan must be in the activated state on the
system.
☞ Please check the indicated Planned Speed value before you activate this mode!
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3.3 Sailing in Set Lever Mode
In the SPEEDPILOT expander, 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 SPEEDPILOT).
- 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 on1).
Changing the Set Lever

Click on the Set Lever value and enter a new value.
Fig. XIII / 8 SPEEDPILOT Set Lever
The possible range of lever setting is limited by the High and Low Lever Limit.
1) Future option and depending on system configuration.
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3.4 Sailing in Set RPM Mode 1)

- Set RPM: The currently valid RPM value which is set by the SPEEDPILOT. It can be changed at any
time.
- Actual: The speed measured by the selected speed sensor (value averaged by the SPEEDPILOT).
on.
- Engines: The number of propulsion engines that are currently switched on 2).
Changing the Set RPM:

Click on the Set RPM value and enter a new value.
☞ As in present installations no direct RPM-Control interface

is available, also the RPM setting is controlled remotely via
the lever output signal to the ECR. This may result in slight
differences between the commanded and achieved RPM
value.
1) Optional function
2) Future option and depending on system configuration.
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3.5 Sailing in Set Speed Mode

- Set: The currently valid set speed; this can be changed at any time within the given limits.
- Actual: The speed measured by the selected speed sensor (value averaged by the SPEEDPILOT).
on 1).
- Set Lever: The lever value with which the engine control system is currently being driven.
- Engines: The number of propulsion engines that are currently switched on1).
Changing the Set Speed

Click on the Set value and enter a new value.
When the ship shall move astern or below the Low Lever limit,
the SPEEDPILOT must be switched off.
It is not possible to set a negative (astern) set speed.
1) Optional function.
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3.6 Sailing in Planned Speed Mode
In addition to the data mentioned under Sailing in Set Speed Mode, the following data displayed in the
SPEEDPILOT expander are relevant:
- Planned: The Planned Speed of the System Route for the existing leg.
- Next: The Planned Speed of the System Route for the next leg.
During the voyage the Planned and Next Speed data are possibly changed by the system, if the time
schedule has to be adapted according to the time to go and the distance to the pre-set ETA at the arrival
point.
As long as the Planned Speed mode is switched on, the set speed value used by the SPEEDPILOT is the
so called Arrival Speed 1) computed by the system for the ETA at a selected arrival point. In the SPEED-
PILOT expander, these speed data are then displayed in the Set and the Planned and Next fields.
☞ For a brief description of the Arrival Speed calculations, see below. The algorithm with which the
Arrival Speed is computed is described in detail under "Voyage Preparation".
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 unfavorable) peak speeds of the entire track section that
is still to be sailed are reduced at first, 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 end of the turn at the waypoint which separates the legs from each other 2).
If the speed is to be subjected to a general upper limit throughout the entire voyage, or at least during
part of it, this speed limit value can be entered in the Route Editor. 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 time or for a section of the route, this can
be done by entering a Speed Limit in the SPEEDPILOT Settings dialogue.
When a temporary speed limitation is released again, it is most probable that a time delay in the voyage
plan has been built up, which leads to a speed increase during the next part of the voyage.
Limitation of the speed for the entire voyage or for the remaining part of it can be satisfactorily achieved
by changing the voyage-planning for the activated route.
1) For the Planned Speed mode the term Arrival Speed is also used here, to make clear that the goal is to arrive
at the pre-planned ETA.
2) If the TRACKPILOT is not activated, speeds are changed when passing the waypoint.
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3.7 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 with SP = ON 1), then before deactivating SPEEDPILOT they
must be set manually 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 Expander.
If the SP Deactivated alarm appears after deactivation has been operated and if no other internal or
external alarm is sounded, then the SPEEDPILOT is in the switched-off state, i.e. the engine must from
now on be controlled manually by lever operation.
After deactivation, in the SPEEDPILOT Expander, OFF is displayed in the control mode field.
Note:
For alarms and warnings possibly issued during activation, deactivation and during activated control by
SPEEDPILOT see also the next chapter and the main chapter ALARMS.
If the SP Deactivation Failed alarm occurs after an attempt has been made to deactivate the SPEED-
PILOT, it might be that deactivation of the SPEEDPILOT has not occurred and that the engine continues
to be controlled by the SPEEDPILOT.
If the alarm SP Deactivation Failed occurs after the deactivation attempt, the
lever must be checked immediately (by being operated) to see whether deactiva-
tion 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 manual engine control function is actually working.
Action:
- Restart the SPEEDPILOT.
- Look for faults in the engine remote control system and in the interfacing to SPEEDPILOT.
1) It is strongly recommended that in combination with SPEEDPILOT the propulsion levers are following the
commands of its remote lever order signals, in order to enable the OOW to monitor the automatic speed control
function.
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Operating Instructions Useful Information about the SPEEDPILOT
4 Useful Information about the SPEEDPILOT
Switch-Over Process in the Case of Systems with External Activation of the SPEEDPILOT
When the external 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 for example
the manual lever output signal..
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 expander, 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 SPEEDPILOT
and connects it to the other control unit.
If the SPEEDPILOT Fails to Become Activated

If the status display in the SPEEDPILOT Dialogue 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 Engines alarm
appears 1).
- The connection to the SPEEDPILOT activation switch is broken, or the signals from the SPEEDPILOT
activation switch are incomplete or inconsistent. In this case, the SP Activation Failed alarm appears.
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 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 function under Utilities in the SPEEDPILOT
Settings dialogue.
☞ If this does not solve the problem, restarting the TRACKPILOT Electronics unit by hardware (power
down / power up) may help. The SPEEDPILOT is also restarted in case the TRACKPILOT Electronics
unit restarted.
1) Future Option
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Useful Information about the SPEEDPILOT Operating Instructions
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BRIDGE NAVIGATIONAL
WATCH ALARM
NACOS Platinum Navigation BRIDGE NAVIGATIONAL WATCH ALARM
Operating Instructions Purpose and Emergency Function
1 Purpose and Emergency Function
The purpose of a Bridge Navigational Watch Alarm System (BNWAS) is to monitor bridge activity and
detect operator disability which could lead to marine accidents. The system monitors the awareness of
the Officer of the Watch (OOW) and automatically alerts the Master or another qualified OOW if for any
reason the OOW becomes incapable of performing the OOW’s duties.
The NACOS Platinum BNWAS system in addition can be used to give an overview of the alarms from
connected navigation and automation systems and to release an assist call addressed to selected crew
members.
An important additional function is the emergency call as described below:
1.1 Broadcast an Emergency Call
The Bridge Watch Alarm System can be used to give a general alarm on all horns, panels, and substa-
tions in order to call all crew members immediately to the bridge i.e. in case of an emergency.
This call is released as follows:
1 SELECT CREW MEMBER TO CALL
2
3 │S│CALL TO ALL
4 │1│
1. Press the [ASSIST CALL] key.

2. Press [S1 - CALL TO ALL]
☞ If installed the Emergency Call can also be released by means of a push button which is connected
to the central processing unit. Please check your installation in time.
Then
Press
here
Press
first
here
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BRIDGE NAVIGATIONAL WATCH ALARM NACOS Platinum Navigation
System Overview Operating Instructions
2 System Overview
The Bridge Navigational Watch Alarm System (BNWAS) monitors the awareness of the Officer of the
Watch (OOW) and automatically alerts the Master or another qualified OOW if for any reason the OOW
becomes incapable of performing his duties.
If the system is active and the OOW is not pressing the timer reset button within the dormant period
(which can be set between 3 to 12 min.) a visual alarm is raised at the bridge.
Moving the trackball of one of the Platinum workstations (MFD) will also reset the timer. Optionally the
reset signal can be generated in addition by a motion sensor.
1. If no acknowledgment is given from bridge within 15 sec the alarm changes into an audible alarm
(first stage)
2. If again after 15 sec no acknowledgment is given from bridge, the alarm is passed to the back-up
officer’s cabin (second stage).
3. If further-on no acknowledgment is given from the back-up officer, the audible alarm is extended
to all back-up panels, i.e, to the mess room, to the ship’s office etc.
The timing is according to IMO Resolution MSC.128(75) (adopted on 20 May 2002) and to IEC 62616. It
is shown in the following diagram:
Fig. XIV / 1 BNWAS Timing
Additionally, the BNWAS provides the OOW (officer of watch) with a means of calling for immediate assis-
tance if required.
The BNWAS can be operated in three modes:
• AUTO (Automatically brought into operation whenever the ship's heading or track control
system is activated and inhibited when this system is not activated) 1)
• Manual ON (In operation constantly)
• Manual OFF (Does not operate under any circumstances)
A further mode is available for configuring the system either in the commissioning phase or later if on-
board procedures are changed.
1)
AUTO mode is not suitable for ships conforming to SOLAS V/19.2.2.3 (most ships after July 2011, please refer to
page 501) which requires the BWNAS to be in operation whenever the ship is underway at sea.
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Operating Instructions System Description
3 System Description
The BNWAS Platinum is a separate monitoring system, which is completely independent from the NACOS
Platinum workstations. It comprises at least one operator panel at the bridge, here called Bridge Panel,
further a central processing unit somewhere in a console or electronic room, and alarm horns or daughter
panels at selected locations on-board (i.e. master’s cabin).
The system is flexible to support different bridge procedures and ship designs. It is connected to the
network of the NACOS Platinum system and receives from here the alive messages whenever a trackball
at any of the workstations is moved.
The BNWAS is operated from the Bridge Panel shown

at the right. It provides on the left side 12 function
buttons for i.e. opening the alarm list, and stopping the
horn. It is fitted with a four-line display with four soft-
keys. In the lower part we have 10 buttons with LED to
indicate configurable group alarms, and cursor keys to
navigate in lists and selected items.
The optional Daughter Panel i.e. for the mess-room

provides a reduced set of functions. It is fitted with a
dual-line display again with four soft-keys. In the lower
part we have as before the 10 buttons with LED to indi-
cate the configurable group alarms, and cursor keys to
navigate in lists and selected items.
An alternative option is the Cabin Panel which only

provides 10 indicators for the group alarms and an
acknowledgement button.
1)
The timing period is reset either by:

1. The yellow reset button,
2. The trackball of the workstation (MFD)
3. The optional motion sensor (grey box below)
The BNWAS can be further fitted with:

• An external buzzer to alarm the OOW during
the warning time
• A switch-box to turn the system ON/OFF by
means of a key
3) 2)
• An input channel to allow external equipment
to turn the system ON/OFF (e.g. autopilot) Fig. XIV / 2 BNWAS Components
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Basic Operating Mode Operating Instructions
4 Basic Operating Mode
On power-up of the panel the Basic mode is automatically active. You can select the Basic mode at any
time by pressing [ESC], possibly repeatedly. In Basic mode, the panel displays i.e.:
1 * 12 ALARMS (M,B,C) CH(s) SUPP.

2 *M.E. SEA WATER COOL OUTLET TEMP HIGH
3 *CARGO PUMP 1 LEAKAGE ALM
4 *M.E. FUEL OIL INLET PRESSURE LOW
The Basic mode shows:
In the first line:

- An asterisk (*) at the beginning if this is an unacknowledged alarm.
- The total number of alarms, regardless of whether the alarms have already been acknowledged or
not
- The access rights of the panel indicated by a single character, in a standard configuration the letters
will have the following meaning:
M = Machinery alarms
B = Bridge alarms
C = Cargo alarms
R = Reefer alarms
In the second line and onwards:

- Unacknowledged alarm(s), if any.
The latest (youngest) alarm is displayed in the bottom line. If there are more than 3 alarms, the
fourth alarm will not be displayed on the LCD. To view all alarms, check the alarm list
- The asterisk (*) at the beginning of a line indicates that the alarm is unacknowledged.
For details on the respective alarm message texts, please refer to the relevant order documents.
NOTE:
The individual messages are longer than the lines of the LCD. Use the [ ] and [ ] arrow
keys to display the respective hidden parts of the messages, e.g. to find out the ID number
of the PLC (Field Processing Device) an alarm belongs to.
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Operating Instructions Functions of the BNWAS System
5 Functions of the BNWAS System
The BNWAS provides function buttons for direct access to the following operating steps:
1. Open ALARM LIST: The panel enters into the Alarm List Mode, the Alarm List LED is on, the LCD
display is showing the latest alarms, scroll through the list with cursor up and down
2. STOP HORN: The buzzer in the panel is stopped except it has been started by an All Operators call.
3. ALARM ACKN.: After having stopped the horn, you can use the Alarm Acknowledgement button
on the watch station (and only there) to acknowledge the alarms.
4. ADD. LISTS: Provides access to further lists.
5. DISPLAY CHANNEL: Configuration (see Technical Manual)
6. ADJUST CHANNEL: Configuration (see Technical Manual)
7. DEADMAN: Press here to select the dead-man system, adjust the timing, and the activation (AUTO/
MAN)
8. WATCH: Select the watch station
9. PRINTER CONTROL: Addressing and formatting the log print-output (configuration, see Technical
Manual)
10. ASSIST CONTROL: Call a dedicated crew member or all in case of emergency
11. DUTY: Define the officer on duty
12. MAINTENANCE: Configuration (see Technical Manual)
The bold black printed functions are described in more detail on the following pages, nothing more has
to be added to the bold red functions. Please refer to the Technical Manual for the remaining functions
concerning the configuration.
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Functions of the BNWAS System Operating Instructions
5.1 Alarm List
When you press [ALARM LIST], the panel enters into the Alarm List mode. The Alarm List LED is on,
when the panel operates in the Alarm List mode. The LCD displays, e.g.:
1 17 Alarms ALARM LIST MACH ALM SYS ↑↓

2 *M.E. SEA WATER COOL OUTLET TEMP HIGH
3 *CARGO PUMP 1 LEAKAGE ALM
4 *M.E. FUEL OIL INLET PRESSURE LOW
The Alarm List includes all present and unacknowledged alarms. The alarms are listed in chronological
order. In the figure above, "M.E. FUEL OIL INLET PRESSURE" is the youngest. The Alarm List shows:
In the first line:

- The total number of alarms, regardless of whether the alarms have already been acknowledged.
- Name of the selected list: "ALARM LIST".
- Name of the selected alarm system: "MACH ALM SYS".
The two arrows in the example indicate that you can use the [ ] and [ ] arrow keys to step through
the Alarm List and to view all entries.
In the second line and onwards:

- The asterisk (*) at the beginning of a line indicates that the alarm is unacknowledged.
- The latest alarm(s), if any.
The respective latest (youngest) alarm is displayed in the bottom line.
NOTE:
The individual messages are longer than the lines of the LCD. Use the [ ] and [ ] arrow
keys to display the respective hidden parts of the messages, e.g. to find out the ID number
of the PLC (Field Processing Device) an alarm belongs to.
Using the [ ] and [ ] keys, you can page through the display so that the previous or next 3 alarms in
the list are displayed. [ ] will display older alarms, and [ ] will display more recent alarms. When you
reach the start/end of the list, this is indicated by the text:
<START OF LIST>
or
<END OF LIST>
If no alarms are present in the list, the number of alarms is 0 and the line(s) used to display
the alarm(s) are blank.
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5.2 Dead Man Alarm
Switching the dead man alarm on:

1 DEADMAN SYSTEM : BNWAS
2 OFF 3 Min
3 │S│START │S│EXTERN │S│ADJUST
4 │2│ │3│ SELECT │4│ TIME
1. Press the [DEADMAN] key.

☞ The small LED in the upper left corner of the key indicates the systems activity. If it is lit, the system
is active and the other way round.
2. Press [S2 - START]

3. Enter the password 1)- The the dead man timer is active.
Switching the dead man alarm off:

2 ON 3 Min
3 │S│STOP │S│EXTERN │S│ADJUST

2. Press [S1 - STOP]
3. Enter the password - The dead man timer is off now.
1) Password for level 1: 11

Password for level 2: 22
Password for level 3: 334455
Password for level 4: (necessary for alteration of the passwords): Please contact SAM Electronics
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5.3 Dead Man Automatic Mode

2 OFF 3 Min
☞ In case there is an autopilot in the system, the BNWAS Platinum can be turned on and off accord-
ingly to the status of this autopilot. (Autopilot on = BNWAS Platinum on)

2. Press [S3 - EXTERN SELECT]
3. Enter the password - BNWAS Platinum is set according to the status of the autopilot:

2 EXT OFF 3 Min
3 │S│START │S│PANEL │S│ADJUST

2. Press [S3 - PANEL SELECT]
3. Enter the password - BNWAS Platinum is set to manual mode:

2 OFF 3 Min
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5.4 Setting the Dead Man Time (Dormant Period)

2 OFF 5 Min

2. Press [S4 - ADJUST TIMER]
3. Enter the password
4. Enter the new time
1
2 5 Min
3 DEADMAN TIME :
4 ENTER NEW VALUE : [3-12] 3
5. Confirm with [ENTER]
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5.5 Selecting the Back-up Duty Officer
Before using the BNWAS the duty station has to be defined. If the dormant period has expired because
no reset took place at the bridge an alarm call is activated to the duty station.
Proceed as follows to define the duty station:
1. Press the [DUTY] key. The SELECT DUTY FUNCTION menu opens.
2. Select one of the options:
- [S2] - SYSTEM STATUS will allow you to check the status of dead man or alarm system
- [S4] - BACK-UP SELECT will allow you to select the captain, the 1st, or the 2nd officer as the back-
up officer
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5.6 Using the Assist Call Function
The Bridge Watch Alarm System can be used to give a selected alarm on a specific horn, panel, or
substations in order to call a dedicated crew member or a group of crew members to the bridge.
Proceed as follows to call one or more crew members:

1. Press the [ASSIST CALL] key. The SELECT CREW MEMBER TO CALL menu opens.
2. Select one of the options:
- [S1] - CALL TO ALL will release a call to all crew members (in case of emergency)
- [S2] - ALL ENGINEERS will release a call to all engineers
- [S3] - ALL OFFICERS will release a call to all officers
- [S4] - MORE opens a sub-line addressing more specifically the 1st officer or engineer etc.
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Dimmer – Adjusting the Display Operating Instructions
6 Dimmer – Adjusting the Display
You can adjust the brightness of the back light and the contrast of the panels as well as the intensity of
the LEDs to adapt the display to the light conditions in the room and to the viewing angle.
Proceed as follows to adjust the display intensity of a bridge or daughter panel:
1. Press the [DIMMER] key. The LCD displays:
- [S1] - LCD DISPLAY
- [S2] - VIEW ANGLE
- [S3] - LED DISPLAY
- A bridge panel will additionally have the option [S4] Background.
2. Press [S1] LCD Display to adjust the LCD intensity. It can be adjusted in six steps and is indicated
by a number of asterisks (*) followed by dots. Use the [ ] key to increase the back light intensity
of the LCD. Use the [ ] key to reduce the back light intensity. When you reach the highest or lowest
possible level, the buzzer will indicate this.
3. Press [ESC] to return to Basic mode.
Adjust the display viewing angle:

1. Press the [DIMMER] key.
2. Press [S2] to adjust the displays viewing angle. Use again the [ ] and [ ] keys to adjust the
optimum readability of the display. If the panel’s mounting position is high, you will probably have
to use the [ ] key, because you look at the panel from below.
Adjust the intensity of the LEDs on the panel:

2. Press [S3] LED Display. The intensity can be adjusted in six steps. The current intensity is indicated
by the asterisks (*) and dots on the LCD. Use the [ ] or [ ] key as before.
Adjust the background lighting of the keys on a bridge panel:

2. Press [S4] Background. The intensity can be adjusted in six steps. The current intensity is indicated
by the asterisks (*) and dots on the LCD. Use again the [ ] and [ ] keys to adjust the optimum
readability of the display.
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Operating Instructions Carriage Requirements
7 Carriage Requirements
The performance standards for BNWAS are defined in MSC.128(75) which entered into force on 1 July
2003. SOLAS Ch. V, Reg.19 as amended by Resolution MSC.282(86), entered into force on 1 January
2011, established an implementation schedule for the carriage of BNWAS as follows (SOLAS V, Reg.
19.2.2.3):
• cargo ships of 150 gross tonnage and upwards and passenger ships irrespective of size
constructed on or after 1 July 2011;
• passenger ships irrespective of size constructed before 1 July 2011, not later than the first
survey* after 1 July 2012;
• cargo ships of 3,000 gross tonnage and upwards constructed before 1 July 2011, not later than
the first survey* after 1 July 2012;
• cargo ships of 500 gross tonnage and upwards but less than 3,000 gross tonnage constructed
before 1 July 2011, not later than the first survey* after 1 July 2013; and
• cargo ships of 150 gross tonnage and upwards but less than 500 gross tonnage constructed
before 1 July 2011, not later than the first survey* after 1 July 2014.
The bridge navigational watch alarm system shall be in operation whenever the ship is underway at sea;
a bridge navigational watch alarm system (BNWAS) installed prior to 1 July 2011 may subsequently be
exempted from full compliance with the standards adopted by the Organization, at the discretion of the
Administration.
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Carriage Requirements Operating Instructions
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AIS, NAVTEX, VDR
Printer, and other
NACOS Platinum Navigation AIS, VDR, NAVTEX, Printer, and other
Operating Instructions AIS - Automatic Identification System (if connected)
1 AIS - Automatic Identification System (if connected)
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 AIS data cyclically via two defined VHF channels and receives the
corresponding data from other ships and objects within VHF range that are equipped with AIS systems.
The AIS Transponder System provides AIS data from other vessels (i.e. identity, position, speed, course,
and cargo) and objects around the own ship in a radius of about 20 NM (in reach of VHF radio). At the
same time it transmits own AIS data (as above) to other vessel in the vicinity (up to 20 NM as above).
If the AIS transponder on board is connected to the NACOS Platinum Navigation, data from other vessels
are displayed as symbols on top of the ECDIS chart or radar PPI.
The AIS system uses four different categories of symbols as follows:
• AIS targets: ships that are equipped with an AIS system
• SAR aircraft: search-and-rescue airplanes 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
centers.
The first two categories, the AIS targets and SAR aircrafts, can be activated and tracked in the same
way as radar/ARPA targets. The latter two categories are displayed just as a symbol in the chart.
The own ships data, which are transmitted cyclically via AIS, can be entered into the system as follows:
Select Tools to open the tools bar with several entries in

the AIS group which typically have to be checked and
updated for each voyage:
- Voyage Data with destination and ETA on page 506.
- Event Log on page 507 Click here to open the Tools Bar
- Status Indication with 24 entries from UTC, POSN
... to Version on page page 508 and page 509.
Two further entries nearly at the bottom of the tools bar
are related to safety messages. Select either Received or
Transmit Safety Message for any safety related commu-
nication via AIS.
Select Settings > AIS to enter menus for basic AIS settings like VHF channel, TX OFF, LR interrogation,
SART in test mode, target fusion, and for transmitter test. For details refer to page 115.
Master Operation
All operating actions can be performed on any workstation without the need for a particular switch-over
procedure. As far as the AIS settings and the information transmitted are concerned, the last operating
action applies.
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AIS, VDR, NAVTEX, Printer, and other NACOS Platinum Navigation
AIS - Automatic Identification System (if connected) Operating Instructions
1.1 AIS Voyage Data
Select Tools > AIS > Voyage (or Voyage Data)

to enter the menu.
Check the displayed information for your voyage and
adjust if necessary.
If the Adjust buttons are not accessible, any update
of the stored information has to be entered from the
separate operating unit of the AIS transponder (also
called MKD = Minimum Keyboard Display).
The data lines have the following purpose:

DEST The destination of your voyage
ETA The estimated time of arrival at destination
Persons on Board The number of persons on board
Draft The draft of your own vessel as automatically taken from your NACOS Platinum Navigation system.
For entering the draft in your system please refer to the small note at the bottom of this page.
State The navigational state as defined by the international standard ITU-R M.1371 for AIS, select from
the predefined values in the scroll down list:
Under way using engine Restricted Maneuverability Aground
At anchor Constrained by draught Engaged in fishing
Not under command Moored Under way using sails
Cargo The cargo type as defined by the same standard, select from the predefined values in the scroll
down list: 1)
Hazardous goods class X, Y, Z,
No hazardous goods No additional information
or OS
Entering the draft in your NACOS Platinum Navigation System

Open the own ship’s draught menu under -> Settings -
> Draught and set Fore and Aft draught of your
vessel.
The larger of the two values will be displayed in the
menu for setting the depth lines and transferred to the
AIS Transponder System. After an update of the draft
this transfer may take a few minutes until the transponder data set has been updated.
1) For more information about classes of hazardous goods refer to page 511.
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1.2 AIS Event Log (with SAAB R5 only)
Open the Event Log to check On and Off times of the

AIS Transponder. This information is stored in a non-
volatile memory of the NACOS Platinum Navigation
system and can be retrieved at any time i.e. by ship-
ping operators and administrations (available if SAAB
R5 AIS is connected).
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1.3 Show Status Information (Entries 1-12)
Select Settings > AIS > Status to enter the menu.

Check the displayed information in the 25 lines of the drop-down list.
Any update of the stored information, as far as voyage related data is concerned, can be entered in the
Voyage and Channel tab. Further data can be entered at the separate Minimum Keyboard Display unit
(MKD) of the AIS Transponder, or for selected transponder types during commissioning with the Inte-
gration Manager (IM), please refer to the Technical Manual Platinum ED 3200 G 100.
Power (not shown for all transponder types), Level

of power (low, high) transmitted by the AIS system , as
set in the Channel tab.
UTC Sync Status of the internal clock of the transmitter,
either Valid or Invalid, as received via GPS of the AIS
unit. 1)
POSN Source of position which is transmitted by the
transponder, could be internal GPS receiver or bridge
wide system position, the latter is preferred.
SOG/COG Source of transmitted SOG/COG data.
(External or Internal).
PA Position accuracy, normally > 10 m, but with RAIM in
use below 10 m.
RAIM Indication for Receiver Autonomous Integrity
Monitoring, if available, the GPS/GNSS receiver uses
about 6 or more satellites and can detect errors in the
position calculation without taking into account further
sensors (i.e. gyro).
HDG Status of the heading data (Valid or Invalid)

ROT Indicated as Valid, Invalid, or Other source, the
latter means no approved ROT sensor is used, only the
direction, but not the rate of heading change is trans-
mitted.
The fields DIM A to DIM D are showing the distance of
the reference point (CCRS) to bow, stern, port and star-
board side in meters. The reported position is referenced
against this point (can be set by MKD or IM).
COG, SOG, HDG are showing data derived from naviga-
tion system.
1) The UTC Sync status field and other fields remain empty as long as the workstation (MFD) has not received a
message from the transmitting AIS unit after a restart of the MFD. If the transmitter is switched off, no update
of the status fields is received, the latest received data are shown.
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1.4 Show Status Information (Entries 13-25):
Further additional information is described here section

by section of the drop-down list:
LAT/LON, Length, Draft

These fields are showing dynamic data as received from
NACOS Platinum Navigation system.
Destination, ETA, Type
These fields are showing voyage data which have been
entered in the Voyage menu
Info The same information as set in the Voyage menu,

but now received from transponder.
Nav State The same information as set in the Voyage
menu, but now received from transponder.
MMSI Maritime Mobile Service Identity (MMSI), a nine
digit number in order to uniquely identify the own ship
radio station (set by MKD or IM)
Name of own vessel (set by MKD or IM)
Callsign Radio call sign of own vessel, in former times
used to identify the own ship radio station, today
replaced by the MMSI (set by MKD or IM)
IMO The IMO number of the vessel used by administra-
tions to uniquely identify your ship (set by MKD or IM)
Version The type and the version number of the tran-

sponder as received from transponder hardware.
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1.5 Useful Information
1.5.1 The Type of Your Own AIS System
The interface between an AIS transponder electronics unit and the display/operating unit (here NACOS
Platinum Navigation) is standardized.
Any type approved class A transponder can be connected to the NACOS Platinum Navigation
system with the following functions:
1. All the voyage related functions can be controlled from the NACOS Platinum Navigation user inter-
face (voyage data, transmitter status).
2. The complete set of settings and status information, as actually stored in the AIS transponder
unit, can be checked from the NACOS Platinum Navigation user interface (voyage data, all status
data). This function is more important for periodic checks or the yearly radio survey and not neces-
sarily for the daily routine. This check comprises 25 entries, but does not allow any changes.
Changes, i.e. of the MMSI, can be done with the separate Minimum Keyboard Display (MKD) of the
transponder.
For selected AIS transponder systems the MKD function for settings and status indications
has been included in the NACOS Platinum Navigation user interface.
This function has to be activated during commissioning. Please refer to the NACOS Platinum Technical
Manual for details of commissioning and the details of parameters which can be set, i.e. MMSI, and GPS
antenna location.
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1.5.2 SOLAS Chapter VII - Carriage of Dangerous Goods
SOLAS Chapter VII - Carriage of dangerous goods

requires among other things the declaration of hazardous substances contained in the cargo.
MARPOL 73/78, Reg. 6, Annex II
Regulations for the Control of Pollution by Noxious Liquid Substances in Bulk
defines the following 4 categories for noxious substances:
Hazard to marine resources Harm to amenities or other

Category or human health legitimate use of the sea
X Major hazard Serious harm
Y Hazard Harm
Z Minor hazard Minor harm
OS (other No classification under X, Y, or Z Considered to present no
substances) according to Regulation 6.1 harm
OS* These substances are not subject to the provisions in Annex II

Discharges of non-classified substances are prohibited.
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1.5.3 AIS Channel Management - Frequency
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 and following the advice of a local administration received by
radio, publications, etc. and only after having informed the ship's command
personnel accordingly.
VHF channels 2087 (161.975 MHz) and 2088 (162.025 MHz) are used worldwide for the two AIS chan-
nels.
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. Every mobile AIS station operates on these two channels. A mobile AIS station is thus
capable of receiving two messages, from two different stations concurrently, provided that it does not
transmit at the same time.
In particular geographical regions or situations, i.e. due to local RF interference, it is necessary to deviate
from these settings. The necessary values are received via the AIS channels from a local VTS center,
harbor administration etc.
These data also contain 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, Sees Sees
one AIS channel is set to the different VHF settings (with the other B, C, D C, D, F
AIS channel remaining unchanged) and the alarm Channel manage-
ment changed is shown. As a result, the targets situated inside and
on either side of the transition zone are now seen and the ship is also
seen by these targets; see the diagram. A C E
- 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
The transponder is capable of managing 8 different zones auto- different VHF Transition default VHF
matically. Each zone is described by the South-West and North- settings zone settings
East corner of a rectangle.
Each zone may have different channel management settings. Administrations may set your AIS by special messages
automatically to a certain locally required setting. You can check these settings, which are stored in your AIS, by
opening the tabs for channel and zone. You can toggle from one to the next settings by using the Next button.
Although manual setting is also available, it is strongly recommended not to use the manual function. This should
only be done on special advice of a local administration i.e. by radio or other means if the automatic function is not
available from coastal side. There is a severe risk, that due to manual setting the own ship is no longer visible to
other ships as an AIS target and that you will not see any other AIS targets on your system. Normally, the default
setting should be on channels 2087 and 2088 and should have no position entered. Bandwidth is on Auto, Power
is on High.
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1.5.4 AIS Channel Management - Zone Data
The Channel Tab shows the frequency and zone

related information of the eight data sets for channel
and zone which are stored in the AIS transponder.
Select Settings > AIS > Channel Management to
enter the menu.
In the bottom part of the menu the subgroup about
zones is indicated. The first two groups for Northeast
and Southwest show the diagonal corner points of the
zone. The next group shows the transition zone as
described in the introduction to this chapter. The
default values for the corner position are empty fields.
☞ Any entries should only be made on advice of an
administration as explained before.
☞ Any values might also have been set automatically

by received AIS command messages from a local
VTS center. They will become active if the own
vessel reaches the defined zone.
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Operating Instructions VDR- Voyage Data Recorder (if connected)
2 VDR- Voyage Data Recorder (if connected)
The VDR is continuously recording important nautical, engine and safety-related data collected from ship
navigation sensors, from door contacts, from water contacts, etc. In addition it records a screenshot from
the most important workstations every 15 sec, and audio data from microphones distributed over the
bridge.
The recorded data are stored on three different media 1)
• Long-term memory (HDD) as part of the VDR processor electronics (for 30 days)
• Floating free device with 406/121,5 MHz radio beacon (EPIRB) (for 48 hours)
• Fire and water protected capsule (FRM) mounted to the ships hull (for 48 hours)
Operation is fully automatic, no user actions are required except of some special cases, the first one is
the manual restart of the VDR in case of a failed integrity check, the second one is the operation perfor-
mance test (OPT) according to the new VDR performance standard, and the third one is the incident
back-up.
These can be carried out from the separate VDR user interface which comes along with any VDR.
If a VDR 4300, 4350, or 4360 is used, these steps can be carried out from the NACOS Platinum Naviga-
tion system. Operating is described in the subsequent passages.
2.1 Manual Restart of VDR (VDR 4300, 4350, 4360)
Open the Super Home menue and select

VDR or open the pop-up menu in the
lower left corner and select VDR.
Click to the Restart button in the top left

corner of the screen 2), confirm your step,
and the central processor of the VDR
system will be initialized.
A restart should only be performed if the
alarm VDR Integrity Check Failed has
appeared.
The status indication will change from
Recording to Initializing. After some ten
seconds the VDR is recording again.
1) Earlier VDR models 4300 and 4350 are having 12 hours on FRM, 24 hours on HDD, and no EPIRB
2)
If an earlier VDR model, i.e. VDR 4350 or 4300, is connected, the design of the menu is slightly different, but
the restart button is available at the same location.
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VDR- Voyage Data Recorder (if connected) Operating Instructions
2.2 Operation Performance Test (VDR 4360 only)
This latest VDR model is providing an Operation Performance Test (OPT) as required by the new IEC
standard 61996-1 (2012). It supports a check of all interfaces of the VDR by displaying the received data.
Access to the OPT is as follows:
Open the Super Home menue and select VDR or open the pop-up menu in the lower left corner and
select VDR as shown on the previous page.
The VDR page is opened.
Select a test, i.e. GPS, from
the list of available inter-
faces and click to Start
OPT.
Check if the time stamp of
the latest received NMEA
telegrams, here VTG and
GLL is within a few seconds
behind the actual time.
Compare to the time shown
in the top line (red arrows).
Click to PASS to finish the
test. Click to FAIL if the tele-
gram is missing, or marked
with red values, or far
behind the actual time.
Step through all the tests

and confirm with PASS or
FAIL for each test. The test
for the video channels is
displaying the latest screen-
shots of the Radar worksta-
tions (X-band master and S-
band master) and ECDIS, or
if Radar is not active, those
of workstations 1&2 (MFD
1&2). They are updated
every 15 sec.
The test for one of the microphones delivers back a status indi-
cation for this audio channel (running, passed, or failed).
If the test is positive just click to PASS, otherwise to FAIL.
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Operating Instructions VDR- Voyage Data Recorder (if connected)
2.3 VDR Error Messages (VDR 4360 only)
Open the Super Home menue and select VDR or open the pop-up menu in the lower left corner and
select VDR as shown before.
Click to the tab Error Detail Status to open the list of error messages. This list is updated automatically
everey 60 sec in the background. It shows the internal error messages of the VDR. They are related to
the configured interfaces of the VDR.
In addition there are a few overall alarm messages generated by the VDR. These are sent to the NACOS
Platinum Navigation system and displayed in the navigation alert list. Please refer to the main chapter
ALARMS, WARNINGS, AND CAUTIONS for a list of these alarms.
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VDR- Voyage Data Recorder (if connected) Operating Instructions
2.4 VDR Incident Back-up (VDR 4300 and 4350 only)
The final recording media of the VDR 4300 and 4350 is storing the last 12 hours. The HDD is storing the
last 24 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: Click to the Incident Backup button,
and confirm with yes. 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 Inci-
dent Backup button is insensitive to operation. Both actions also occur
when the backup is initiated by the corresponding key of the Data
Concentrator; see the Operating Instructions of the VDR. All other oper-
ations are still possible on the MFD anyhow.
The data saved through the incident backup are only overwritten when
another backup is performed. If Restart is activated, an incident back-
up which is running at that moment will be aborted.
☞ This function is not required for the new generation of VDRs (i.e. VDR 4360), because they are
coming along with a much longer storage time of 30 days.
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Operating Instructions NAVTEX (if connected)
3 NAVTEX (if connected)
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). One example is shown to
the right.
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. Naviga-
tional 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 propagation conditions.
Modern NAVTEX receivers include an INS port which is programmed to transfer the received messages
and its alarm messages optionally to an external system. The NAVTEX receiver can be connected to the
NACOS Platinum Navigation system by means of its INS (Integrated Navigation System) port, so these
text messages and alarms can be made available on any of the workstations (MFDs) in the Platinum
system. The screenshot below shows the presentation of received NAVTEX messages on the Platinum
system.
For identification of the received messages the above
mentioned B-characters are combined to a message iden-
tifier (ID) shown in the list of NAVTEX messages.
The identifier SA85 describes i.e. a message from the NCC
Hamburg with a navigational warning.
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NAVTEX (if connected) Operating Instructions
3.1 Open the List of NAVTEX Messages
The NAVTEX message list is available

from the Tools bar. Click to the
TOOLS button next to the Alarms
menu to open the bar.
Click to the NAVTEX entry in the bar
to open the list 1). Click here to open
To open the list, click on the Tools the Tools list
symbol and select NAVTEX from the
list.
* = Marker for
NEW messages
Message marker
Mark all messages,
which shall be
printed out (Print
Checked) or deleted
(Delete checked).
Message ID
generated by the
receiver
Message date/time
This is the date/time
when the message
has been downloaded
from the receiver first
• Click to Get Stored to download all stored messages from the NAVTEX the receiver and display
them in the list.
• Click to Show Message to display the complete text of the blue highlighted message. In
general the latest message is automatically highlighted. But any other message can be high-
lighted just by clicking to the corresponding message line. The message will be displayed in a
new window. Close this window by a click to the small cross or by clicking Show Message
again.
• Click to Settings to change select the receiver frequency and filters for stations and message
types.
• Right click to a message line to Reset the NEW mark (*), to uncheck all messages, to print or
delete a blue highlighted message, or all marked messages.
The message will be displayed in a new window:
1)
The NAVTEX entry is shown only if a NAVTEX receiver has been configured during commissioning.
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Operating Instructions NAVTEX (if connected)
3.2 Acknowledge an Alarm from NAVTEX Receiver
A NAVTEX receiver can send the following alarms to the connected NACOS Platinum Navigation system:
NAVTEX Offline, NAVTEX New Message, NAVTEX NAV Warning, NAVTEX MET Warning, NAVTEX SAR
Information, NAVTEX RX Malfunction, NAVTEX BIST Failure, and NAVTEX General Failure.
Any of these NAVTEX alarms is listed in the NACOS Platinum Navigation system alarm list and can be
acknowledged from here.
The acknowledgment is sent back to the NAVTEX system and is stopping the alarm horn on the NAVTEX
receiver.
3.3 NAVTEX Settings
In general the NAVTEX receiver is designed for a fixed and predefined service. A few settings only are
available by the Settings button. Click to this button for access to the following parameters:
• Frequency: Select one of the three available RX frequencies for NAVTEX operation. The stan-
dard freqency is 490 kHz.
• Stations: They are identified by a letter A to Z. Select all stations of interest, if in doubt just
select all stations.
• Messages: The message type is identified again by letters A to Z. Select all message types of
interest. If in doubt select all message types.
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Tender Tracking (optional) Operating Instructions
4 Tender Tracking (optional)
Tender Tracking allows the NACOS Platinum Navigation system to track a number of tenders directly
on the Radar/ ECDIS display.
Each tender to be tracked must be
equipped with a Tender Tracking trans-
mitter whose data are received on board
and fed into the NACOS Platinum Naviga-
tionsystem for display.
In order to make the tender(s) visible as
symbol(s) on the screen,
- right-click in an empty space of the
application area,
- in the context-menu, check Tender
Tracking
☞ by means of the slider, the bright-
ness of the superimposed symbols of
the tenders may be set
The tenders are then displayed as small circles with a speed vector according to the settings for Vector
and T/R in the Vector & Trails group. Tender symbols have plots.
These plots can be displayed in different colours if this option has been set during system commissioning
(see next page).
When the pointer is moved upon a tender symbol, a hovering window pops up to display additional data
of the tender.
The color of the tender symbol (not that of the plots) represents the alert
status of the tenders:
Color State
Green No alert
MOB-trak alert
Orange (On the tender, the MOB alert
has been triggered)
Tender Tracking Panic alert
Red (On the tender, the alert button
has been pressed)
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Operating Instructions Tender Tracking (optional)
4.1 Coloured Plots for Tender Tracking (optional)
Tender symbols can be extended with coloured plots. This optional feature can be used to indicate addi-
tional depth information from the tender. The tender has to be equipped with an echo sounder.
The received water depth from one or more tenders is

assessed by the NACOS Platinum Navigation system as
follows:
- Green plot - depth is sufficient for the main vessel
>= Safety Contour
- Orange plot - depth is dangerous for the main
vessel < Safety Contour but > Safety Depth
- Red plot - depth is not sufficient for the main vessel
< Safety Depth
If the cursor is moved to one of the plotted points, a tool-
tip is shown with position, range and bearing of the tender
and the measured water depth.
The colour of the tender symbol remains green independent from the measured depth as long as MOB
or panic button are not activated.
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System Printer Operating Instructions
5 System Printer
The NACOS Platinum Navigation system can be complemented with a system printer. This printer is
added to one of the MFD (workstations) via USB connection. A printout can be initiated from each MFD
in the network. Print data are than routed by the Windows operating system to that MFD, where the
printer is connected and automatically printed there (configuration during commissioning required).
The latest SW version is also prepared for network connection. In this case the network printer is
connected to one of the switches in the network. Print data are routed to the switch and from there
directly to the printer. The operation is the same as before. The system configuration has to be updated
for network printer operation 1).
The system printer is used i.e. for printing out NAVTEX messages automatically, further-on for printing
out screenshots and passage plans.
Print-out of a Screenshot
Click to the camera symbol in the bottom line,
select print screen and choose one of the printers
listed in the small context menu. The complete
contents of the screen is printed out on A4
paper.
Alternatively the screenshot can be printed out to
an XPS file at the default location, or if an USB
stick is connected to this MFD, also to this stick.
Print-out of a Passage Plan

If a waypoint list has been opened (see ROUTE
PLANNING AND MONITORING), click to Route in
the top line of the list and select Print Passage
plan. Choose a printer from the context list.
1) Depending on the system status (new or updated required), the printer driver has to be installed on each MFD,
the bandwidth limitation in the switch has to be configured for this service and the network printer must have
the IP address 172.16.6.x. Supported printers are HP Officejet 6000 and HP Color Laser Printer CP1525N (old),
HP Officejet 6100 and HP Color Laser Printer M451dn (actual)
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DATA MAINTENANCE
NACOS Platinum Navigation DATA MAINTENANCE
1 Overview
This volume describes the chart and route maintenance related functions of the NACOS Platinum Navi-
gation. It is applicable to all SW versions. Most screenshots have been taken from SW 2.x but they are
applicable to 1.x as well, the main difference is the selection of functions from the toolbar and not from
tab expander.
Navigate to the Super Home menu and click on Maintenance > Nautical Charts or Data Base.
As a result, the world chart together with a main selection sidebar and a protocol window appear.
The main selection sidebar provides access to the electronic charts (i.e. ENC, ARCS, C-map), and to the
back-up and store routines for routes and user symbols. These are described in the subsequent chapters.
If the maintenance is started for the first time after power-on, the database will be checked automati-
cally. This will take some minutes but is not indicated, please just wait. Any errors will be displayed in
the protocol window underneath the world map.
Main Selection Graphic View of World Chart
Protocol Window Screenshot shows earlier SW version with tabs, later

versions are slightly different in the left sidebar
Fig. XVI / 1 Maintenance Entry Page
Background operation
To use the NACOS Platinum Navigation for other purposes while prolonged maintenance sequences are
running automatically, just navigate to the main menu and choose the appropriate application. As soon
as the maintenance program running in the background needs an operator action, a message is shown.
Any workstation in the system can be used for maintenance, but it is recommended to use always the
same one, i.e. the planning station.
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DATA MAINTENANCE NACOS Platinum Navigation
1.1 Chart Maintenance Application Area
After having selected a mode and a func-

tion, and depending on this action two Select mode
subareas are opened in the application area here
as shown below.
The bottom information area provides a
protocol window. Several protocols can be
opened at the same time, but only the
protocol selected in the top expander row is Open toolbar
displayed at one time. here ( in
earlier SW
The action area on the right side provides versions
lists of cells or permits. Again several lists select a func-
tion from the
can be opened at the same time, but only tab
the list selected in the top expander row is expander)
displayed at one time. Buttons are available
for sorting, deleting, or updating list
elements. Click to the column header of the
appropriate detail to sort the list in
ascending/descending sequence.
Pan and
Zoom Control
Action
area:
List of
cells/
permits to
be deleted
Information
area:
Protocol and/
or actual list
of cells/
permits
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1.2 Display Expander
The display expander is used to set up the Click here to open the
graphic view of the world chart as shown in toolbar
chapter 1.1. Alarm
indica-
In addition it provides an overview of the tions
number of installed cells for different naviga-
tional purposes (coastal, harbour etc.) and
the total numer of cells.
For access to the Display Expander open the
toolbar and select Display (in earlier SW
versions select Display from the tab
expander).
If an alarm indicator, a small triangle, is
displayed in front of one of the navigational
areas, an error has been found at least in
one cell of this category.
Select one or more navigational areas by The above menu shows the purposes for
checking the small box in each line and ENC cells, for ARCS and C-Map Profes-
sional the menu is slightly different
restrict the display to those cells which are of
interest.
Detailed information is available by selecting Display -> Functions -> Show Installed Charts (See
chapter 1.7).
Coloring by
The cells displayed in the graphic view are shown with a colored frame.
Depending on the settings in coloring by (see red arrow in above screen shot),
the cell status or the licensing status is determining the frame color.
Cell Status
Red An error has occurred while the data have been checked
Green Chart is okay
Source of Licensing (not ARCS)

Dark Green IHO ENC license
Blue C-Map ENC license
Yellow ENC cells not requiring a license (i.e. US coast from NOAA)
Red Error
Hint: ARCS charts do not have the coloring by license function!
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Maintenance of IHO ENC and ARCS Charts Operating Instructions
2 Maintenance of IHO ENC and ARCS Charts
The electronic charts for your NACOS Platinum Navigation are stored separately on each NACOS Platinum
Navigation. They have to be updated in regular intervals.
After initial installation from the base media (from CD/DVD, USB stick, or portable USB drive) the charts
are updated typically in a weekly schedule from the update media. During the update process the already
installed charts are checked and it might be necessary to insert the base media again if requested by
the update application during the update process
The update can be carried out by using again update media like CD/DVD, USB stick, or portable USB
drive. The procedures will take some time, because the chart cells are processed on the NACOS Platinum
Navigation, in case of ENC they are also decrypted and converted into an internal file format. This
improves the chart presentation speed during later ECDIS operation. Some points have to be considered
when carrying out maintenance:
1. The initial installation can take several hours. Even an update may require a considerable length of
time. Therefore, perform this task in good time before the start of the voyage.
2. The chart maintenance work must be carried out so that the databases of all NACOS Platinum Navi-
gation always have the same status. This is ensured if the notes given here are observed and the
sequences described are followed.
3. An easily determined indication of unequal states of the databases of the NACOS Platinum Naviga-
tions is when the number of cells/ charts displayed for one NACOS Platinum Navigation is different
from the others.
4. An update of an installation can only be performed if the corresponding base installation has been
installed before. Update CD/DVD, which are issued typically each week or sometimes every few
weeks, are cumulative. They contain all previous updates starting from the latest issued base CD.
Today the version date of the corresponding base CD is often written on each update CD.
5. If any errors are occuring during operation or update which can not be solved by deleting single
cells, it is recommended to remove the database completely. The corresponding function is available
in the mode Maintenance as Remove complete ENC database. The new installation will take several
hours and the ship should stay in harbour for a longer time!
6. In addition to the IHO ENC which has been described above, it is alternatively possible to install the
C-Map ENC. The database on your NACOS Platinum Navigation system for IHO ENC cells and C-Map
ENC cells is one and the same. Please refer to page 542.
-> If an installation shall be changed from C-Map ENC to IHO ENC or vice versa it is strongly recom-
mended to remove the data base completely on all workstations (MFDs) one by one with the corre-
sponding maintenance function Remove complete ENC database (see also page 549) 1).
1) Has to be carried out for each workstation separately.
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Operating Instructions Maintenance of IHO ENC and ARCS Charts
2.1 Permits and Certificates
Permits
The ENC cells and ARCS charts are protected against unauthorized use by permits. The permits are indi-
vidual for each vessel. They are supplied by the chart distributor in a permit file called PERMIT.TXT (in
case of ENC) or GB.LCN and GB.NCP (in case of ARCS). These files have to be stored on the NACOS
Platinum Navigation system together with the cells or charts by the user.
SAM Electronics as the manufacturer of ECDIS equipment is generating an individual user identification
(UID) per vessel. This UID is hidden and stored in the Platinum dongle, which comes along with each
MFD (workstation). The hidden UID is used by SAM Electronics to create a public User Permit which
allows the customer to request a Permit File from the chart distributor. Once the license has been
bought, the Permit File is sent to the customer.
Typically the Permit File is received via email from the chart supplier and has to be stored on an USB
stick for further use at the ECDISPILOT workstations. The cells or charts are typically delivered on CD/
DVD or USB stick.
Certificates (only IHO ENC)

The chart cells are further-on signed to provide assurance that chart data are from approved source and
are not manipulated. The signature will be checked during the installation of the chart cells and will fail,
if anybody has changed the data contents of the cells which come along on CD, DVD, USB stick, or via
Ethernet.
The signature of the chart cells is checked against the IHO certificate. This certificate can be downloaded
from the IHO website (IHO.CRT). This certificate must be installed on your NACOS Platinum Navigation.
Until the end of the year 2013 the main chart distributors deliver a private certificate on each IHO ENC
media, those chart cells are checked against this private certificate. If a chart distributor is using a private
certificate and do not deliver this certificate on the IHO ENC media, it is possible to install such a private
certificate on the NACOS Platinum Navigation too.
During installation of cells the NACOS Platinum Navigation will check the cells against the certificate as
follows:
1. Check against IHO certificate (IHO.CRT). If the IHO certificate is already stored on your computer,
the check will be carried out against this certificate.*
2. If the above check fails, a second check against any distributor certificates (XYZ.CRT) on your
NACOS Platinum Navigation will be carried out.
3. If no certificate is installed or is valid, the search will be extended to the actual IHO ENC media.
4. If no valid certificate can be found, the installation process is stopped.
*Hint: The check 1) against IHO certificate will fail, if cells protected by a private certificate from the
individual distributors are installed (all cells until the year 2013). After this check a warning with the iden-
tification SSE26 is given. This warning is repeated for each CD or DVD again and can be ignored at this
time.
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2.2 Installation of IHO ENC and ARCS Permits
Insert your media with the permit.txt file (in case of ENC) or the corresponding ARCS permit file, typically
it is an USB stick or a portable USB drive. This file will contain one permit for each chart cell, typically
some hundred permits. You may have different permits for charts or cells from different chart suppliers
on your system.
Open the Functions menu from the toolbar.
Check Chart Database, set to IHO ENC or ARCS.

Select Mode, the default is Display, set to Update.
Once the Mode has been set to Update the Functions

menu is modified with subgroups for Source and Desti-
nation as shown in the next screenshot.
Select the Functions, the default setting is Choose
Function, set to Install and Update Permit Data-
base.
Select the Source for the permits update. It could be
either a removable USB Stick, or USB drive. In the
example here a removable stick has been selected. If the
media has a label, it is shown here.
Check the Selected Path. The NACOS Platinum Naviga-
tion will display any permit files laying on top of the
directory automatically. If nothing is found, open
Browse to search manually for the subdirectory with the
permit file. Ensure that you select the one which belongs
to the relevant permits. Finally click to Select "Data
Set".
The Destinations entry is set per default to the present workstation (this one), where the update is
carried out. No other selection is possible and required.
Press Start to activate the update if it is not started automatically.
A protocol of the update is shown in the bottom of the main application area.
Finally the USB stick can be removed without any further steps!
Hint for ENC and ARCS: Expired permits are not deleted automatically. They remain and have to be
deleted manually.
The reason is i.e. in case of ENC that they can be used to install old cells even if they have been expired
and new permits have not been received yet (issue date of cell is older than expiry date of permit). An
expired permit does not allow the installation of a new cell.
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2.3 Installation of Certificates (only for IHO ENC)
Licensed IHO ENC cells are protected by a public key according to the S-63 standard from IHO. This
public key is part of a certificate. Until the end of the year 2013 the main chart distributors delivered
chart cells protected by a private certificate on each IHO ENC media.
With the transition to the new IHO S-63 1.1 specification, distributors of official IHO ENC data will change
over to the IHO certificate step by step. The certificate is no longer delivered together with the licensed
cells. To obtain this new certificate it is recommended to visit the IHO website and download the file
"New IHO Certificate Expires 2033". It might be also available from your chart distributor.
The Installation Procedure is as follows:
Insert your media with the IHO.CRT file, typically an USB
stick. Open the Functions menu from toolbar.
Check Chart Database, set to IHO ENC.
Select Mode, the default is Display, set to Update.
Once the Mode has been set to Update the Functions
menu is modified with subgroups for Source and Loca-
tion as shown to the right. Select Functions, the
default setting is Choose Function, set to Install
Certificate.
Select the Source for the certificate. In the example a
removable stick with the label "GEMISCHT" has been
selected. If the media has a label, it is shown here.
Check the Selected Path. The NACOS Platinum Naviga-
tion will display any certificate laying on top of the direc-
tory.
If nothing is found, open Browse to
search manually for the subdirectory with
the IHO.CRT file. Ensure that you select
the IHO.CRT file. Finally click to Select
"Data Set".
The Location entry is fixed to your MFD.
Press Start to activate the update. A
confirmation request is shown. Compare
the public key of the certificate shown in
the protocol window at the bottom with
the information in IHO publications if
available. Confirm the installation. The
message window for successful update is
shown.
Now the USB stick can be removed
without any further steps!
If during the IHO ENC update the certifi-
cate can not be found, the message SSE
05 is shown. In this case carry out the
procedure as described above. Private
certificates stored on your MFD can be
deleted. The IHO certificate can not be
deleted. It can be overwritten by a more recent IHO certificate.
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2.4 Update of Charts from Media or from another Workstation (MFD)
Insert your latest update media, either CD/DVD, or USB stick, or portable USB drive. It may be either a
base update (all chart cells) or a weekly update (a few chart cells only).
Set Chart database to IHO ENC or ARCS (or other)
depending on the charts which you want to update.
Select Mode, the default setting is Display, set to
Update. Once the mode has been set to Update the
Functions menu is modified with subgroups for
Source and Destinations as shown in the next
screenshot (see red arrows).
Select the Functions, the default setting is Choose
Function, set to Update IHO ENC Database or to
Update ARCS Database.
Select the Source for the update. It could be either a
CD/DVD, a removable USB Stick, or USB drive. In the
example here a CD ROM has been selected. If the
media has a label, it is shown, here it is V01X01.
Check the Selected Path. The NACOS Platinum Navi-
gation will display any chart data laying on top of the
directory automatically. If nothing is found, open
Browse to search manually for the subdirectory. For
IHO ENC the directory name is ENC_ROOT, for ARCS
there are three directories named CHARTCAT, MISC,
and RASCHTS.
Another workstation (MFD) may be selected as a source as well, but only, if on that work-
station the update has already been performed by applying the latest update media.
The Destinations entry is set per default to the present workstation (this one), where the update is
carried out. No other selection is possible and required.
Press Start to activate the update if it is not started automatically.
A protocol of the update is shown in the bottom of the main application area. Message windows as
described on the next page will appear in the overview chart to inform about the progress and any obsta-
cles.
During the update you might be asked to insert one after the other the base media (i.e. ARCS RC 1 to
RC 11), insert media of interest, and after that the update media will be requested again. Just follow the
instructions given on the screen.
Some of the above steps like selecting the Update Mode will be started automatically if an appropriate
update CD/DVD is inserted. Just follow the instructions on the screen.
After the update those cells which have been marked as cancelled by the update medium or where a
permit is missing are presented for manual deletion, refer to page 537.
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2.5 Messages during Chart Update
IHO ENC or ARCS (or other) Data Exchange Set found

If a media is inserted and a function has not yet been selected or if
a data exchange set is found which is not known to the system, the
Chart Update Wizard appears. It informs the user that chart data
are available on the media. Select either Show Contents or Update
and the procedure is continued as before.
Base Media are Needed

If the weekly update comprises information
for cells, which can not be found on your PC
(wrong edition, not installed, etc.) the base
media for those countries, which are listed
in the bottom of the protocol window have
to be inserted. In case of ARCS you are
asked to insert one of the base media CD
(RC1 to RC11).
Insert Next Base Media

During the update process for the base
media this message will appear if another
base media (CD or other) with the
remaining base cells has to be inserted.
Update Cells can not be

Installed
If an update media is inserted and
base cells are still missing or have
not been updated to the previous
update, a warning is given. Load
the corresponding base cells.
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2.6 Display Contents of Your own MFD or another MFD (workstation)
Insert your media, either CD ROM or USB stick or portable USB drive as shown under Update of Charts
from Media.
Verify that Chart database is set to the correct chart
type, IHO ENC or ARCS (or other).
Verify that Mode is set to its default setting (Display),
just leave it to Display.
Select Functions, the default setting is Choose Func-
tion, set to one of the shown options.
Select Apply on to choose the own MFD (workstation) or
another connected MFD.
Click on Start to confirm the settings and open the list of
cells, or permits, or certificates. At the same time the
related cells are shown as green 1) squares in the world
chart.
If an MFD (your own or other) has been selected before,
the installed cells, permits, or certificates will be shown in
a new tab of the protocol window in the list. This list is
not available for CD drive or USB stick.
Select a single cell here, it will

be highlighted blue and it will
be marked in the world
diagram as well
1) Colouring depends on cell status or source of licensing as selected in the Display menu, see page 529.
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2.7 Maintenance of Charts on your Workstation

Verify that Chart Database is set to the correct chart
type, IHO ENC or ARCS.(or other)
Set Mode, to Maintenance.
tion, set to one of the shown options.
Location is set per default to the drive of your workstation
(MFD). It can not be changed. Maintenance can only be
performed for this workstation
Click Start to activate the maintenance

procedure. Depending on your selection
the cells, permits, or certificates are
listed on the right top side of the screen
and can be deleted individually.
For sorting by name or status click to
the corresponding field in the header
row.
It is recommended to delete all those
cells, permits, and certificates which
have been expired, or cancelled or are
no longer valid.
Select the cells which shall be deleted,

and click to Continue. A warning will
appear that the selected items will be
deleted. Confirm the step and the items
are deleted.
If a mistake has been made, the

missing items can be installed again
from your media.
Finally the list is closed by pressing
Cancel.
Further-on Functions are available for
• Deleting Manual ENC Updates (see page 539)
• Verifing installed cells. The result with actual cell status is displayed in the protocol window.
• Deleting a list of known media
• Remove complete database (ENC or ARCS whatever is selected above)
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2.8 Installation/ Maintenance of Admiralty Information Overlay
The Admiralty Information Overlay (AIO) is available as an option for the NACOS Platinum Navigation
system. It contains all Admiralty Temporary & Preliminary Notices to Mariners (T&P NMs) and provides
additional preliminary information that is specific to ENCs, such as reported navigational hazards that
have been incorporated on paper charts but have not yet been included in ENCs. The overlay is available
only for Admiralty Vector Charts!
2.8.1 Installing Overlay Permits
The Overlay data is protected in the same way as ENCs and requires a permit to unlock the data. Please
notify your Admiralty Chart Agent if you wish to use the Overlay on your NACOS Platinum Navigation
system so that the Overlay permit can be added to the Chart Permit files issued to you.
The Overlay permit will be loaded at the same time as your ENC permits when the Chart Permit files are
loaded (see page 532). When the Overlay is added to your AVCS licence the Overlay permit will be added
to the Chart Permit files issued for all ECDIS registered on the licence.
2.8.2 Installing Overlay Data
The Overlay data is provided on a single weekly CD that contains both base data and all updates up to
the date of issue. Therefore only the latest CD is required for installation and all others can be discarded.
The Overlay data is loaded in to the display system in the same way as ENC data.
2.8.3 Updating the Overlay
Updates to the Overlay are issued weekly on CD, along with the weekly AVCS Update CD, and are also
available over the Internet through e-Navigator. Updates on CD should be loaded in the same way as
loading ENC updates (see page 534).
The data volume in each weekly update is normally small. However it is necessary to issue a New Edition
of the Overlay every 6 months, which consolidates all update data into a base data set. This New Edition
may be over a hundred megabytes in size which will make it impractical for most users to download over
the Internet and an Admiralty Information Overlay CD should be used.
When an Overlay new edition is issued (see above), the new edition must be installed before any further
updates can be applied. For users who normally update over the Internet this means that an Overlay
update CD will need to be installed before further Internet updates can be applied.
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Operating Instructions Manual ENC Update Editor
3 Manual ENC Update Editor
It is possible to edit the IHO or the C-Map ENC cells and only these by means of a chart editor. The
edited elements of the cells are stored as a separate file. The ENC cell itself is not modified. If a manually
updated cell is opened, the corresponding chart area is displayed and in addition the ENC Manual Update.
3.1 Opening the Chart Editor
In Super Home click on Nautical Charts.

The Overview of the installed charts is opened. This may take some time, because the database is
checked before the charts are displayed.
If no installed charts are displayed (no rectangles appear on the screen), open the Functions expander
and set Destination to MFD n (this one).
Fig. XVI / 2 Nautical Charts Editor - Overview
If the database is changed in between, the editor is closed without storing.
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Manual ENC Update Editor Operating Instructions
3.2 Select Cell to be Updated
Use the Pan and Zoom control and/or the Set Chart center function in order to navigate to the cell
that is to be updated. As already known, the chart can be shifted using the drag-and-drop functionality
by means of the More button.
As soon as the desired cell is displayed, click it with More and choose Manual ENC Update Editor >
Select ENC Cell > and click the cell that is to be updated.
If more than one ENC cell is available at this place, a list of cells is presented., select one of them. It
will be marked in dark red. Click to it with More and continue as above.
Fig. XVI / 3 Selecting a cell
The cell is displayed then. If it is not already opened, open the Updates expander.
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Operating Instructions Manual ENC Update Editor
3.3 Start Update Session
The cell and its chart data can be updated now.

Click on Session Setup in the Update expander and
enter the Manual ENC Update Session Data. Then,
click on Set. A click on Clear will erase all entered data,
Cancel will close the window without any further action.
In the editor window the entries for the categories of

objects which can be edited are now active.
A new object can be placed now or existing objects can
be modified. This works in the same way as the usage of
User Symbols. See page 169 for details.
The display of the cell can be zoomed in for easier
editing, afterwards a click on View Cell will display the
cell in full size again.
The update session can be ended without any changes
by clicking on Undo and Abort.
All actions are stored in the session log, as long as the
session has not been ended by a click on Save and Exit.
If the operator activates another application while the

manual ENC update is done, the performed actions of the
manual update do not get lost, in fact, all alterations will
still be present when the operator returns to the manual
update editor.
To view the session log, click on Show Session Log. This func-
tion is only available as long as the current setup has not been
left with Undo and Abort or Save and Exit.
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Maintenance of C-Map Charts Operating Instructions
4 Maintenance of C-Map Charts
Two types of C-Map chart products are supported by your NACOS Platinum Navigation system, C-Map
Professional and C-Map ENC. Both are delivered in CM 93/3 format. The maintenance procedure for both
is nearly identical, and described in the following chapters.
C-Map Professional is a private database and C-Map ENC contains the official ENC data like IHO ENC.
The maintenance procedure for C-Map ENC is different from that one for IHO ENC cells. It is especially
different from that one for IHO ENC charts which has been described in the previous chapters. The differ-
ences are mainly caused by the handling of the media and the licenses.
The database on your NACOS Platinum Navigation system for IHO ENC cells and C-Map ENC cells is one
and the same.
In principle both cell types can installed and maintained together in this single database. But if a cell for
a certain area, either IHO ENC or C-Map ENC, has been installed already, the other type can not be
installed on top. The earlier one has to be deleted first.
-> So it is strongly recommended in order to keep the maintenance work on an acceptable level, to
install one type of ENC cells only on your system.
If an installation shall be changed from C-Map ENC to IHO ENC or vice versa it is strongly recommended
to remove the data base completely on all workstations (MFDs) one by one with the corresponding main-
tenance function Remove complete ENC database (see also page 549) 1).
1) Has to be carried out for each workstation separately.
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Operating Instructions Maintenance of C-Map Charts
4.1 Request of C-Map Permits
C-Map charts are protected by C-Map permits. They

have to be requested from your chart supplier. For this
request the C-Map ID of your NACOS Platinum Naviga-
tion is required. It is identical for all NACOS Platinum
Navigation installations on one ship. It can be read out
from any NACOS Platinum Navigation installed on your
ship. This section shows you how to export this ID. Just
follow the steps below:
1. Insert an USB stick into one of the USB sockets of
your workstation (MFD).
2. Set Chart Database to C-Map Professional/C-
Map ENC
3. Set Mode to Maintenance
4. Select Export C-Map System ID under Func-
tions.
5. Select your USB stick under Export media if not
already pre-set. Use the Browse function to switch
over to a certain directory on your stick.
6. Click to Start to write the C-Map ID to your USB
stick.
7. It is stored in an ASCII file named USER.USR on the selected path on your stick.
8. Send this file to your chart distributor to identify your vessel for any C-Map chart order. Indicate the
area you are interested in and the type of database (ENC or Professional).
9. You will receive the C-Map permits in a file named PASSWORD.USR (typically per email) and the C-
Map charts on exchange data media (typically DVD).
The protocol window to the left is shown

after successful completion of the
Request C-Map Permit procedure.
A C-Map Professional chart is organized
in zones and areas, for each zone and
area a permit with the corresponding
zone and area number is required.
E.g. zone 0 is the whole world but with
little detail, zone 1 is Europe, and zone 2
is the Mediterranean.
A C-Map ENC comes along with one
permit for each cell.
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4.2 Installation of C-Map Permits
After having received the C-Map permits and the C-Map

database media from your chart supplier at first the
installation of the C-Map permits has to be done. Copy
the C-Map permits file to your USB stick and insert it
into an USB socket of the planning workstation. Insert
further-on the database media with the cells.
Select C-Map Professional/C-Map ENC and Update
as shown in the right figure and set Functions to
Install and Update Permit Database.
The database media are also required to install
the permits!
1. Insert the latest database media into the drive.
2. Select the database media (in Display or Update
mode) first, if this has not been done already
before.
3. You may be asked by the system to insert the
second C-Map update CD/DVD and finally the first
one again. Just follow the advices.
4. Select your USB stick as the source and if necessary browse to the path on your stick where the
latest password.usr file is stored.
5. Start the procedure.
-> Everytime when the database supplier has provided a new password.usr file, this file has to be
installed first before any new cells are installed.
-> The permits for C-Map Professional are covering a whole zone.
-> The permits for C-Map ENC are covering single cells only. If a new database media is installed it is
important to update the permits as well. Otherwise a new cell contained in the update data-
base would not be covered by a permit.
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4.3 Installation of C-Map Charts
After having installed the C-map permits the C-Map cells

can be installed. The USB stick with the permits can be
taken away now; it is not required for the following
steps. Just keep the latest C-Map DVD in the drive or
insert it again and follow the next steps 1):
1. Select C-Map Professional/C-Map ENC and
Update as shown in the right figure and set Func-
tions to Update C-Map Professional/C-Map
ENC Database.
2. Select the CD-ROM drive as the source.
3. You may be asked by the system to insert the
second C-Map update CD/DVD and finally the first
one again. Just follow the advices.
5. The number of cells for installation can be quite
comprehensive and the procedure can take an hour
or two.
The protocol window above is shown after successful completion of the C-MAP data base installation.
-> It is important to note that the permits have to be installed first before any update of cells can be
carried out.
-> For C-Map and especially C-Map ENC the latest permit file has to be installed together with the latest
database media version.
-> After having installed the licensed C-Map cells this initial data base has to be updated in regular
intervals.
1) The actual C-Map Professional media comes along as a single DVD, the C-Map ENC is distributed
on two DVD’s. The user is asked during the loading procedure to insert the second DVD if necessary.
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4.4 Request of C-Map Real-time Update (RTU)
After having installed all licensed C-Map cells the data

base has to be updated in regular intervals. This can
be done for small changes within cells in real-time by
email (typically every week or more often). This
section and the following one describe the real-time
update (RTU). The RTU starts with a status check of
your current system. The result is sent to Jeppesen by
email. After a few minutes you will receive an update
file, which has to be loaded into your NACOS Platinum
Navigation. Just follow the next steps:
Maintenance as shown in the right figure and
set Functions to Export RTU request.
2. Insert your USB stick and check the Export media
which should show your USB as destination for
export, select if required.
3. Browse to destination if required.
5. The RTU request file, which is named Prof_
YY.MM.DD_hh.mm.ord is written onto your stick
and has to be sent by email to Jeppesen chart service ([email protected]). This email must not
have any entry in the subject line and also not in the text area.
Hint: The RTU update should be applied to fill in the gap between two versions of the base database.
As soon as a new database version is available on-board it should take priority over the RTU update.
The reason is that the RTU update is providing only limited patches to existing cells. A complete update
is available only from the new base media.
In any case after each update from the latest base media an RTU update should be done to
receive the latest updates.
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4.5 C-Map Real-time Update (RTU)
After having sent the RTU request file to Jeppesen you have received a few minutes later the RTU update
file named *.ans. Load this file to your USB stick. Just follow the next steps:
1. Insert your USB stick with the received *.ans file into your NACOS Platinum Navigation and check
the Source media which should show the USB stick as the source for update, select manually if
necessary.
2. Select C-Map Professional/C-Map ENC and Maintenance and set Functions to RTU Update of
chart data base.
The information from the RTU answer file is used to update the cells installed on your NACOS Platinum
Navigation system. No further action is required. If no answer file from Jeppesen has been received,
contact the support service of your chart supplier.
Please
refer also
to the hint
on the
previous
page about
RTU
update
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4.6 Update of Charts with new Version from base media
As soon as a new version of the base media is available

on-board, the update from this DVD has to be performed.
This is typically the case after some weeks for C-Map
Professional or each week for C-Map ENC.
In case of new C-Map permits (if new password.usr
received) the new permits have to be installed first. Then
just follow the next steps:
1. Insert the new DVD into the DVD drive.
Update and set Functions to Update C-Map
Professional/C-map ENC Database.
4. Sometimes a list of cancelled cells for replacement is
shown. They have to be deleted. Just confirm dele-
tion of the listed and marked cells.
5. The update is performed and finally a protocol with
the updated cells is shown.
The below screenshots show the update protocol with the list of cells which have been installed and the
final message window that the update is completed.
In any case after each update from the latest base media an RTU update should be done to
receive the latest updates.
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Operating Instructions Remove Complete Database
5 Remove Complete Database
This function is removing the complete chart

database for all types of charts (IHO ENC, C-
Map ENC, ARCS, C-Map prof. etc.) with all
cells, permits and their related status on one
single workstation (MFD).
It should be used carefully after having
checked all alternative options.
Especially it should be ensured that all neces-
sary media as well as the permits are available
for a complete new installation.
This new installation will take several
hours and the ship should stay in
harbour for a longer time.
This remove function is typically used i.e. if
the sailing area is changed or if the database
is in a faulty condition arising from cells which
can not be deleted.
It is also used if the complete database shall
be changed from IHO ENC to C-Map ENC or
vice versa. In this case it is recommended to
remove the old database first before loading
any new cells.
1. Select C-Map Professional/C-Map
ENC and Maintenance and set Func-
tions to Remove complete ENC data-
base.
3. A window appears showing the number of
cells that will be deleted.
4. Read the information of this window and
confirm. The ENC cells and corresponding
permits are deleted.
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Remote Update of Workstations Operating Instructions
6 Remote Update of Workstations
Once an update from CD/DVD or USB stick has been

carried out on one workstation (see page 534), i.e. the
planning station, this updated database can be loaded
from any workstation in the network.
The Remote Update is providing a powerful function
for the update of a number of workstations in one oper-
ating step.
Set Chart Database as required (ENC, ARCS, C-Map or
other).
Select Mode, the default setting is Display, set to
Update.
tion, set to Update Remote ENC Databases.
The Source for the update is this workstation (this
one). No other selection is possible.
The Destinations entry can be set as required. Select
all workstations from the list which shall be updated.
Press Start to activate the update.
An overview protocol of the update is shown in the
bottom of the main application area. It comprises a list
of all MFDs with their actual update status, and after
having finished the update, the final result of the update.
Detailed protocols can be requested from each MFD by
pressing the corresponding Show Protocol button.
The number of cells should be identical for all workstations (MFDs). On the source workstation (MFD)
use the Display Expander to find out the number of cells (please refer to page 529). If the numbers
are different, please check and if in doubt, especially if the number of cells on the target workstation is
larger than that one on the source workstation, remove the complete database on all workststations
(refer to page 549).
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Operating Instructions Backup/Restore of Routes and User Symbols
7 Backup/Restore of Routes and User Symbols
The user-defined Routes and also the User Symbols can be saved to devices like USB HDD or USB
memory sticks. This makes it possible to transfer those data to other systems or replacement modules.
Start Backup/Restore Procedure

In order to backup routes or user defined
symbols, follow these instructions:
1. In the tabs of the expander, chose
whether to backup Routes or User
Sym
2. In the Function group, select whether
the data are to be backed up or
restored. (The following example refers
to the backup-function. The restore-
function works similar, but the Archive
group is then inactive.
3. Under Backup to: choose the device
which is to be used as backup/restore
media.
4. Click Browse to open a window in

which the backup file and/or path can
be selected. Select the path and, if an
existing archive is to be used, choose
that archive, in which the data are to
be stored. Existing files are overwritten.
-or-
5. If a new archive file is to be added,
check New Archive and enter the
desired name.
6. Click on Start: Backup <data>.
(<data> represents the chosen type of
data, Routes or User Sym)
Browser window with content of selected path
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Backup/Restore of Routes and User Symbols Operating Instructions
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WORKSTATION
MAINTENANCE
NACOS Platinum Navigation WORKSTATION MAINTENANCE
Operating Instructions Hardware
1 Hardware
1.1 Display Electronics
The display electronics is based on a HP Compaq PC mounted on a shock damping frame. Periodically it
is recommended to check the following points:
Checkpoint Period Procedure

Shock
damping yearly Check free movement of frame
frame
Power cable yearly Check tight fitting and proper connection
Network cable yearly Check tight fitting and proper connection
USB cables yearly Check tight fitting and proper connection
Cooling air
inlet at the half-yearly Release from dust with vacuum cleaner, if necessary repeat at
shorter interval
front
Table XVII / 1Periodical Maintenance Work for Display Electronics
1.2 Monitor
The color reproduction produced by the monitors must be correct. In the case of doubt and once per
year, the monitor performance must be checked based on the Chart1 presentation. Please refer to
CHART FUNCTIONS.
1.3 Sensor Interface, Network Switch, 24 VDC Power Supply
No special recommendations, network cables are separately fastened and power cables are screwed to
terminal clamps.
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WORKSTATION MAINTENANCE NACOS Platinum Navigation
Software Operating Instructions
2 Software
2.1 SW Version
The SW version can be accessed from the

Super Home page by opening the Menu on
bottom left side and clicking on About.
The information window shows data as
follows:
- Designation of the equipment with
NACOS Platinum series
- Name and IMO number of the vessel
as configured in the data base
- SW version number
- Build number of the NACOS Platinum
application
- SW version of the sensor interface PLC
- Data base build number
- Machine name of the display elec-
tronics, i.e. MFD-01
- Operating time since power on
- Module version information about
various connected units like ECDIS
chart data base, radar transceiver, and
AIS (both if connected)
2.2 SW Updates
Software updates can only be carried out by authorized service personnel. For more information with
regards to software updates of NACOS Platinum Navigation Systems please contact:
[email protected].
For the actual IHO standards please refer to: 1)
http://www.iho.int/mtg_docs/enc/ECDIS-ENC_StdsIn_Force.htm
For ECDIS compatibility please refer to the following link: 2)
http://www.sam-electronics.de/products/navigation/ecdispilot/ecdispilot-platinum/
These standards can be found in addition in the About window, see above chapter 2.1 SW Version
1) Link was updated on 15th January 2016

2) Link was updated on 15th January 2016
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ALARMS, WARNINGS, AND
CAUTIONS
NACOS Platinum Navigation ALARMS, WARNINGS, AND CAUTIONS
Alarms, Warnings, and Cautions are generically summed up under the term Alerts and they are charac-
terized by their priorities.
From SW version 1.1 onwards these priorities have been redefined in order to meet the new Bridge Alert
Management (BAM) standard MSC.302(87) and the new INS standard IEC 61924-2:
1. An Emergency Alarm indicates immediate danger to human life or to the ship and requires imme-
diate action. The alarm source is not the NACOS Platinum Navigation system but i.e. a separate fire
alarm system. The emergency alarm is marked with a red triangle.
2. An Alarm requires immediate attention and action of the bridge team, to avoid a hazardous situa-
tion, i.e. heading invalid. The emergency alarm is marked with a red triangle.
3. A Warning requires immediate attention to make the bridge team aware of conditions which may
become hazardous. The warning is marked with an orange circle.
4. A Caution indicates a condition which still requires attention. It is marked with a yellow square.
5. An Event indicates a status change which does not require attention, it is used for control purposes.
It is marked with a green square and related to automation only.
From SW 2.x the design of the top alarm line has been slightly redesigned. This version is described in
the subsequent text.
The symbols are used in the following manner:
Placed in front of the alarm line in the alarm

list as shown in the right example
Placed in front of a label in the navigation

sidebar, i.e. to indicate the status of a sensor.
Emergency Alarms, Alarms and Warnings are accompanied by a permanent or short sound signal
emitted by a buzzer located in the front frame of the monitor or in a panel.
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ALARMS, WARNINGS, AND CAUTIONS NACOS Platinum Navigation
1.1 Priority and Classification of Alerts
Color & Priority and Criteria for the Classification

Symbol Classification
Alarms which indicate that immediate danger to human life or to
the ship and its automation exists and that immediate action
1 must be taken. Emergency alarms are specified in the Code on
Alerts and Indicators, 2009(resolution A.1021(26)).
Emergency
Alarm In the NACOS Platinum Navigation system this is i.e. an alarm
from an external fire alarm system.
Conditions requiring immediate attention and action by the bridge
team to avoid any kind of hazardous situation and to maintain the
2 safe operation of the ship; and escalation required as alarm from
not acknowledged warning.
Alarm
In the NACOS Platinum Navigation system this is i.e. an invalid
heading alarm.
Conditions or situations which require immediate attention for
precautionary reasons, to make the bridge team aware of condi-
3 tions which are not immediately hazardous, but may become so.
Warning In the NACOS Platinum Navigation system this is i.e. a crossing
danger, a wreck, or an own safety line warning
Awareness of a condition which still requires attention out of the
4 ordinary consideration of the situation or of given information.
Caution In the NACOS Platinum Navigation system this is i.e. a crossing a

safety contour alarm due to shallow water
Symbols for Automation (not part of INS Alarm System)
5 Status change which does not require attention, it is used for

Event control purposes. It is marked with a green square
Sensor Alarm A sensor signal is missing
A sensor signal is missing and the value has been entered manu-
Manual Set ally by the operator
Table XVIII / 1 Color and Symbol Code for the Alert Indications
A flashing symbol for any alert means that it has not been acknowledged yet.
A steady symbol indicates an acknowledged or rectified status of an alert. More information about the
actual status is indicated by different signs like exclamation point, arrow, or checkmark. Please refer to
the next chapter for more details.
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1.2 State of Emergency Alarms and Alarms
Emergency Alarms and Alarms are processed nearly in the same way.
They are indicated with a red triangle and for Emergency Alarms with a permanent signal from the horn
and for Alarms with three short signals from the horn repeated every 7 sec.
If an emergency alarm or an alarm is coming up, it is indicated as active and unacknowledged as shown
in the first line of the below table.
If this alarm is silenced by the operator, the alarm state changes to silenced as shown in the second line.
If this alarm is acknowledged by the operator, the state changes to acknowledged as shown in the third
line.
If the responsibility for this alarm is transferred to another device, the state changes to transferred as
shown in the fourth line.
If this alarm is no longer active, the state changes to rectified as shown in the fifth line.
Color & Alert State Indication

Symbol
Flashing symbol and horn:
Active - unacknowledged
Emergency Alarm: Permanent Sound
Alarm: 3x short signal repeated every 7 sec
Active - silenced Flashing symbol and silent horn
Active - acknowledged Steady symbol and silent horn
Active - responsibility transferred Steady symbol and silent horn
Rectified - unacknowledged Steady symbol and silent horn
Normal No symbol and no horn
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1.3 State of Warnings, Cautions, and Events
Warnings are processed like alarms but indicated with a yellowish orange circle instead of a red triangle
and only two short signals of the horn repeated every 30 sec.

Symbol
Flashing symbol and 2x short signal

Active - unacknowledged repeated every 30 sec
Active - silenced Flashing symbol and silent horn
Active - acknowledged Steady symbol and silent horn
Active - responsibility transferred Steady symbol and silent horn
Rectified - unacknowledged Steady symbol and silent horn
Cautions and Events are processed on a lower level with one single state only. They are indicated by a
yellow or green square instead of yellowish orange and there is no signal from the horn.

Symbol
Active - not rectified Steady symbol, silent horn

Symbol
Active - not rectified Steady symbol, silent horn
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1.4 Category of Alerts
Alerts are in addition to their priority also distinguished by their category. The main criteria for the cate-
gory is the decision support which is required to rectify the alert.
Category Criteria for Classification

The information required for the decision support is directly related to the func-
tion generating the alert on a certain MFD, i.e.:
1.Danger of Collision
A 2.Danger of Grounding.
All local alarms generated by a workstation are category A alerts.

No additional information for decision support is required, i.e.:
1.Position Timeout
B 2.Gyro Lost
All global alarms generated by the navigation system are category B alerts.
The information required for decision support is not available at the bridge, the
alert cannot be acknowledged from the bridge, more information is required
about the status and treatment of the alert, e.g. certain alerts from the engine.
C All automation alerts are category C alerts.
If a MFD for the automation alarm system is transferred to the bridge, the cate-
gory of their alerts changes to B
In general the category is kept in the background and not indicated to the user. Alerts are automatically
classified according to their category and treated either as local, global or automation alerts. There is no
need for the operator to take care about the category.
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1.5 The Alarm List
The Alarm List provides an overview about all active Alarms, Warnings and Cautions. All entries are
sorted according to their priority. Please refer to the next page for the applied sort order of priorities.
The alarm list can show six entries at one time. A Scroll Sidebar and Go Top and Go Bottom pushbuttons
are provided to navigate within the full list.
Click here to open the alarm list with

Alarm Line: focus on latest Cautions, a yellow
(The alarm with highest priority is indi- square indicates any cautions in the
cated here) alarm list
Latest unacknowledged alarm with

priority indication, see page 565 for Click to ACK to
acknowledge the Click here to open the alarm list
details with focus on latest unackn.
alarm
alarms, red & orange symbols indi-
cating any open alarm or caution
in the alarm list
Click here to stop the To show the alarm source and state,
horn move cursor to the alarm line
Alarm list in opened state.
Alarm List. Selection and indication of alarms to be listed

To close, click on the (click to small arrow)
small cross.
Scroll bar and Go Top/ Bottom Buttons for

navigating in the list
Visual indication for

the horn Buttons for stop horn, acknowledgment, and
print
Latest unacknowledged alarm, see page 565

for details
Equipment and application that have originated

the alarm, alarm number and status
Number of alarms, 1-4 out of 11 alarms are

List Criteria: visible in the list
By means of the list criteria, the clearness of

the list can be improved. Only alarms with the
criteria/sub criteria chosen will be displayed
here (click to the text and not to the file
symbol)
Fig. XVIII / 1Overview of the Alarm List
If the alarm list is opened, it always shows the complete list of alarms, warnings and cautions, indepen-
dent of the previously made selections of filters or priorities in the list. The list then shows the latest
unacknowledged high priority alarm entry at the top of the alarm window.
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1.6 Example of an Alarm
Additionally to the alarm designation, supplemental information is displayed for each alarm in the list. In
the above example, the ECDIS application (EI) on system -03 has originated the alarm.
More details are given in the entry of the alarm list as shown below:
Designation of the alarm
Date and time of first occur-

rence of the alarm
MFD-Id, Application Id and

Alarm number
Status
The alarm number is M03EI001, where M03 is the number of the workstation (MFD), EI is the indica-
tion for the ECDIS application, 001 is the internal fault number. See list of alarms for further information.
The status is Alarm, which means that the alarm is still active (in alarm state).
Status indications can be for example:
Normal Comm. Error

Alarm Ch. Error (Channel Error)
Sens Fail (Sensor Failure) SW. Error (Software Error)
Dev. Fail (Device Failure)
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1.7 Indication of Open Alarms, Warnings, and Cautions
Unacknowledged Alarms Warnings in the list Cautions in the list

in the list
Open Alarms, Warnings, and Cautions are indicated by small colored symbols in the list buttons.
1. A bell in the button is indicating any unacknowledged alarm (red) or warning (orange) in the list.
2. A red triangle is indicating any acknowledged but still active or unrectified alarm in the alert list.
3. An orange circle is indicating any acknowledged but still active or unrectified warning in the alert list.
4. A yellow square is indicating any active caution in the list.
5. If no symbol is visualized there are no open alarms, warnings, or cautions in the list (no need to
open it).
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1.8 Priority of Alerts
The priority order for alerts is based on 11 levels.

For practical reasons it is important only to know, that first all unacknowledged alerts are listed following
the four priorities with emergency alarm on top (only used in combined systems), alarms, warnings, and
cautions.
They are followed by the rectified alerts and finally by the acknowledged alerts as follows:
1. Active unacknowledged Emergency Alarms in order which they occur
2. Active unacknowledged Alarms in order which they occur
3. Active unacknowledged warnings in order which they occur
4. Active unacknowledged cautions in order which they occur
5. Rectified unacknowledged Emergency Alarms in the order which they occur
6. Rectified unacknowledged Alarms in the order which they occur
7. Rectified unacknowledged warnings in the order which they occur
8. Acknowledged Emergency Alarms in the order which they occur
9. Acknowledged Alarms in the order which they occur
10. Acknowledged warnings in the order which they occur
11. Acknowledged Cautions in the order which they occur
12. Events in the order in which they occur
New alarms are put on the top of the alarm list.
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1.9 Operating when an Alert comes up on one Workstation (MFD)
When an alarm or warning is raised, the workstation (MFD) generating this alarm or
warning, will activate its horn and display the corresponding symbol in the alarm line and in the alarm
list.
Other workstations will display or but no horn is activated. The crossed triangle or
circle means that the alarm or warning cannot be acknowledged from this workstation (MFD).
The Display
Step Action Changes to
First switch off the acoustic alarm, use the Stop Horn button in the alarm
1 line or just press F11 on the keyboard. This initial stop horn step can be or
done from any workstation or panel on the bridge.
Remove the cause for the alarm or warning, perform any actions to avoid
2 possible danger.
Acknowledge the alarm or warning:

3 Click on Acknowledge in the alarm line or press F12 on the keyboard or
Click on Acknowledge All in the heading of the Alarm list
-> If the horn is not stopped within 30 sec, a backup call is activated on all panels.
-> If an alarm or warning is not acknowledged within 30 sec after switching off the horn, the horn is
reactivated and the symbol changes accordingly back to the initial state. Unacknowledged warnings
are in addition escalated to alarms after a delay time.
-> If alerts are unacknowledged for more than 60 sec (automation alerts 3-5 min), an all operator call
is activated on all panels.
-> The entry in the alarm list is including always an indication of the source of alarm or warning, i.e.
the MFD number, so that the operators knows where to acknowledge this alarm or warning.
-> If an alarm or warning is received from an external device, it is displayed only, no horn is activated,
and it has to be acknowledged at that external device.
Stat The Display

Condition
e Changes to
If the cause for an alarm or warning disappears before it is acknowledged,
1 it will be set to rectified. or .
If the responsibility for an alarm or warning has been handed over to

another device, it will be set to transferred (option, depending on external
2 devices). or (
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1.10 Operating when an Alert comes up on several Workstations (MFD)
When the same alarm or warning is raised on two or more workstations (MFD) they will
activate their horns and display the corresponding symbol in the alarm line and in the alarm list.
Typically this scenario appears, if a global alert is generated which can be solved without additional infor-
mation for decision support (category B alert, i.e. a sensor failure).
In general global alerts will trigger all workstations, but the number of workstations activating the horn
can be limited during commissioning in order to avoid high sound pressure on the bridge, typically one
workstation at the center bridge and one on each wing are selected, but in minimum two. In addition
panels can activate their buzzer.
Other workstations will display or but no horn is activated.
The Display
First switch off the acoustic alarm, use the Stop Horn button in the alarm line
1 or just press F11 on the keyboard. This initial stop horn step can be done from or
any workstation or panel on the bridge.
Remove the cause for the alarm or warning, perform any actions to avoid
2 possible danger.
Acknowledge the alarm or warning (can be done from any workstation or

panel):
3 or
Click on Acknowledge in the alarm line or press F12 on the keyboard
Click on Acknowledge All in the heading of the Alarm list
All further remarks from the previous page are valid here as well!
-> As described earlier under Category of Alerts more information for decision support is required to
solve any automation alerts (category C alerts). This information is not available at a single work-
station. Therefor the same global alarm handling as described above is applied here. Horns are acti-
vated on the same workstations as for category B alerts, depending on the attended/ unattended
status of the alarm system, and the "Always on Bridge" attribute.
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1.11 Escalation of Warnings
Every unacknowledged warning is changed to alarm priority

after a limited time period, the escalation time.
This time can be set by the user in the Settings -> Escala-
tion menu between 0:30 and 5:00 min.
The setting is password protected on level 1 1). The factory
default value is 60 sec. The last setting is stored.
A typical escalation sequence is shown in the table below:

The Display
Step Event Changes to
SI088 - Redundant Position Lost
1
The warning has not been acknowledged by the operator within the escalation
2 time period and has been escalated to an alarm
The horn has been stopped by the operator
3
The warning, now with alarm priority, has been acknowledged by the operator
4 but the redundant position is still lost.
The redundant position is valid again and the alarm status is set to normal, no
5 symbol is shown
Table XVIII / 2 Alert Sequence for Escalated Warning
1.12 Transfer of Escalated Warnings to BNWAS (optional)
Depending on the ship specific configuration an escalated warning can be reported via relay contact to
a third party Bridge Navigational Watch Alarm System. This is a one way reporting. Acknowledgement
from BNWAS back to the NACOS Platinum Navigation system is not available with existing BNWAS.
1) Level 1 has a factory default setting of 11 which can be changed during system commissioning
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1.13 Aggregated Alerts
A number of related alerts are aggregated by the NACOS Platinum Navigation system to one alert which
is then marked with a "+" sign.
A typical example is the Target Auto-

Acquired warning. If a second target is
acquired, instead of a new warning, a
If the Warning is not acknowledged within 0:30 to 5:00 min, it
is escalated to an Alarm
plus sign is added to the existing
warning.
In addition, if the warning is not acknowl-
edged within a pre-set escalation time,
the warning is changed into an alarm.
Fig. XVIII / 2 Escalation of Aggregated Warning
The escalation time can be set by the user in the Alarms-> Settings menu between 0:30 and 5:00 min.
A typical alert sequence is shown in the table below:

The Display
A target has been auto-acquired
1
A second or further target has been auto-acquired

2
The horn has been stopped by the operator

3
The warning has not been acknowledged by the operator within the escalation
4 time period and has been escalated to an alarm
The alarm has been acknowledged, and because the event has been rectified
5 (acquired targets are tracked now) the alarm status is set to normal, no symbol
is shown
Table XVIII / 3 Alert Sequence for Auto-Acquired Target
-> An aggregated alarm will become unacknowledged, every time a new alarm is aggregated again to
the existing alarm entry.
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1.14 Priority Reduction of Alerts
Larger navigation systems with several MFDs (workstations) are typically fitted with a number of redun-
dant sensors.
Imagine the situation that GPS1 1) is selected as the actual position sensor. GPS 2 and 3 are configured
for use, but actually not required for navigation.
If now GPS 2 or 3 are failing, and without any further measures, an acoustic warning would be given
distracting the OOW from his primary nautical task.
In order to avoid this situation a function for priority reduction of alerts has been included into the
NACOS Platinum Navigation system. If a sensor is failing, which is not in use, instead of a warning a
silent caution is given.
-> If sensor integrity monitoring is active the secondary sensor used for monitoring is considered to be
in use, priority reduction does not take place for this sensor.
-> If sensor selection is in auto mode, and the actual sensor in use is failing, the automatic switch-over
process to another sensor is indicated by a warning, which has to be acknowledged by the user.
If sensors with full alert communication 2) according to the new INS standard IEC 61924 Ed2 are used,
the processing of alerts from these sensors is as follows:
• If a warning from a sensor not in use is received, this warning is indicated in the alarm list and
has to be acknowledged by the user.
• The NACOS Platinum Navigation system is transmitting an ACM message with "responsibility
transfer" command to the sensor.
• The sensor will stop the acoustic alert, change status, and confirm with an ALF message.
1) GPS (Global Positioning System) used here as short form for a GPS navigation sensor
2) Sensors supporting responsibility transfer of alerts with ALF, ACM communication
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1.15 History of Alerts
The history of alerts can be traced with the event log.

Each time, an alert has been raised, acknowledged, or rectified, an entry is added to this event list.
The event log is available under the Alarms-> List menu, just select Lists instead of Nav. Alarms and
Events to open the event log.
Select Lists and Events here
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1.16 Test of Alerts
The internal alert functions can be tested for training and maintenance purposes:
Go back to the Super Home page.
Open Super Home
Select the entry Infrastructure under Maintenance.
Open the Tools bar and select Alert Test.
Open the Tools Bar
Select an Alert Priority (ALARM, WARNING,

CAUTION) and an Alert Category (A, B, C) and
activate the test alert by checking the corre-
sponding box.
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Operating Instructions Navigation Sensor Alerts
2 Navigation Sensor Alerts
This chapter describes the navigation sensor alerts available in the system. The main navigation sensors
used for the heading, speed and position are monitored depending on the configuration. Those sensors
which are redundant can be supported by an automatic selection mode.
The automatic selection mode is the default setting after start or restart of the
system.
- If the selection mode is AUTO the switching over to another sensor of the same type is done
without any alarm or warning.
- If an individual sensor is chosen the switching over to the backup sensor must be done manually
after the respective alarm or warning has been given.
- In the meantime (until a new sensor has been selected) the system is using the latest valid values
of the disturbed or faulty sensor which produced the alarm.
- Switch over to the new sensor a soon as possible, but not before its data have been checked for
plausibility and correctness. Just move the cursor to the new sensor in the selection list to see a
small information window with the actual sensor data.
Legend:
In front of each entry in the alarm list the priority is shown with the respective symbol or .
Cautions are marked by the symbol .
Further-on the source is indicated by the alert number, SI... is an alert from the sensor interface, RA...
is from radar, EI... is from ECDIS, and AI... from AIS.
All navigation sensor alerts listed below are category B alerts, they are distributed over the
entire navigation system and can be acknowledged from any workstation.
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Navigation Sensor Alerts Operating Instructions
2.1 Heading Sensor Alerts
SYS ALARM TEXT CAT ALERT Description

SI001 The compass system is again sending valid
SI B WARNING data.
Heading Valid
SI002 The heading sensor system has failed, or is
SI B WARNING reporting incorrect data, -or- the sensor inter-
1) face connected to the system has failed.
Heading Invalid
SI003 Data are no longer received from the selected
heading sensor or from the sensor interface.
SI B WARNING Another heading sensor will have to be selected
Heading Timeout 1) by the operator if available.
The sensor selection for the connected position
sensors is operating in AUTO mode and the
previously used sensor is invalid or data are no
SI004 longer received via the sensor interface. The
SI B WARNING new selected sensor is indicated with its data,
New HDG Sensor Selected 2) status and mode in the position instrument
display.This warning is escalated to an alarm
after the user set time period!
SI019 The preset limit for rate-of-turn data from gyro
SI B WARNING has been exceeded. This warning is escalated to
ROT Limit Exceeded an alarm after the user set time period!
1)
All display objects and operating possibilities for which the heading information is required are no longer shown
or are inactive, tracked targets are deleted.
2)
If you want to use another sensor than the automatically selected one, you must go to manual selection mode
by a click on the required sensor in the position sensor menu. A reactivation of AUTO mode can only be done
by the operator (Click on AUTO in the menu).
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2.2 Speed Sensor Alerts

The speed sensor which had given the Ground
SI020 Speed Invalid or Ground Speed Timeout
SI B WARNING alarm is again sending valid data. This warning
Ground Speed Valid is escalated to an alarm after the user set time
period!
The selected COG/SOG speed sensor is sending
invalid data. Another speed sensor will have to
SI021 be selected by the operator. At present, the
SI B WARNING speed that was last sent as the valid speed is
Ground Speed Invalid being used. Dashes are shown in the speed
display field.
Data are no longer being received from the
selected COG/SOG speed sensor. Another speed
SI022 sensor will have to be selected by the operator.
SI B WARNING At present, the speed that was last sent as the
Ground Speed Timeout valid speed is being used, -or- the sensor inter-
face connected to the system has failed.
The speed sensor not in use changed its status,
SI023 i.e. from operation to not available.
SI B WARNING Escalation: This warning is escalated to an
Speed Status Changed alarm after the user set time period!
SI024
SI B WARNING See SIO004 - New HDG Sensor selected!
New SOG Sensor Selected
The selected STW sensor is sending invalid
data. Another water speed sensor will have to
SI026 be selected by the operator. At present, the
SI B WARNING speed that was last sent as the valid speed is
Water Speed Invalid being used. This warning is escalated to an
alarm after the user set time period!
Data are no longer received from the selected
water speed sensor. Manual water speed input
SI027 has to be selected by the operator. At present,
SI B WARNING the speed that was latest sent as the valid
Water Speed Timeout speed is being used.
Escalation: This warning is escalated to an
SI029 See SIO004 - New HDG Sensor selected!
SI B WARNING Escalation: This warning is escalated to an
New STW Sensor Selected alarm after the user set time period!
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2.3 Position Sensor Alerts

The position sensor which has given the Posi-
SI030 tion Invalid or Position Timeout alarm is
SI B WARNING sending valid data again. Check data of the
Position Valid main sensor! This warning is escalated to an
The selected position sensor is sending invalid
position data. Another position sensor will have
SI031 to be selected by the operator. During the tran-
SI B WARNING sition period, the system determines the posi-
Position Invalid tion by dead reckoning (i.e. is internally
switched to Estimated Position).
SI032 The selected position sensor has reported a
SI B CAUTION greater position-deviation than is usual for this
Low Position Quality 1) type of sensor.
Data are no longer received from the selected
position sensor, -or- the sensor interface
SI033 connected to the system has failed. Another
SI B WARNING position sensor will have to be selected by the
Position Timeout operator. During the transition period, the
system determines the position by dead reck-
oning.
SI034 The position status changed i.e. from DGPS to
SI
Position Status Changed to Lower
B WARNING GPS. This warning is escalated to an alarm after
the user set time period!
Accuracy
SI035 The position status changed i.e. from GPS to
CAUTION
SI
Position Status Changed to Higher
B DGPS.
Accuracy
In AUTO mode the system has switched tempo-
SI036 rarily to dead reckoning (DR). Acknowledgment
SI B WARNING is possible on any indicator. As soon as possible
No Valid Position Sensor the system will automatically switch to a valid
position sensor and deactivate this warning.
The selected position sensor is reporting
SI037 another position datum than WGS84. This
SI B WARNING
warning is escalated to an alarm after the user
No WGS84 Position in Use set time period!
The own ship has reached polar regions beyond
SI038 CAUTION 85 degree north or south, due to incorrect
SI B Mercator projection any electronic charts must
Latitude exceeded not be used, paper charts have to be used
In AUTO mode the previously used sensor is
invalid or data are no longer received. The new
sensor selected is indicated with its data, status
and mode in the position instrument display. If
you want to use another sensor than the auto-
SI039 matically selected one, you must go to manual
SI B WARNING selection mode by a click on the required sensor
New POSN Sensor Selected in the position sensor menu. A reactivation of
AUTO mode can only be done by the operator
(Click on AUTO in the menu). This warning is
escalated to an alarm after the user set time
period!
1) Option for DNV NAUT-AW ships
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2.4 Depth and Weather Alerts

SI051 The selected sensor is sending invalid data.
SI B WARNING Another sensor has to be selected by the oper-
Depth Invalid ator.
SI052 The selected sensor is no longer available.
Depth Timeout ator.
SI053 The user set depth limit has been reached,
SI B WARNING check navigational situation
Depth Limit Exceeded
SI054 The user set Under Keel Clearance has been
SI B WARNING reached, check navigational situation.
UKC Limit Exceeded
Wind Invalid ator.
Wind Timeout ator.
Weather Invalid ator.
Weather Timeout ator.
SI069 The user set wave height limit has been
SI B WARNING reached, check navigational situation.
Wave Height Warning
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2.5 Backup Sensors and Redundant Input
If two or more sensors of the same type are available in your NACOS system, each second or further
sensor, which is currently not in use as main or secondary sensor, is considered as a backup sensor and
monitored.
If a backup sensor is lost, a caution (yellow square, silent) with ... Backup Lost is generated to inform
the user.
Further-on if any sensor is connected redundant to your NACOS system, which means the data are fed
in parallel into two inputs i.e. into two navigation sensor interfaces DCU 2010 or DPU 2020, a loss of
data on any redundant input will generate again a caution (yellow square, silent) with ... Redundant
Input.

The sensor signal from the backup sensor is
SI055 lost. The primary or main sensor is still working.
SI B CAUTION No further action is actually required. The
Depth Redundant Input backup sensor should be checked as soon as
possible.
The sensor signal from the redundant input is
Depth Backup Lost backup sensor should be checked as soon as
possible.
SI B CAUTION No further actions is actually required. The
Heading Redundant Input backup sensor should be checked as soon as
possible.
Heading Backup Lost backup sensor should be checked as soon as
possible.
Position Redundant Input backup sensor should be checked as soon as
possible.
Position Backup Lost backup sensor should be checked as soon as
possible.
Speed Redundant Input backup sensor should be checked as soon as
possible.
Speed Backup Lost backup sensor should be checked as soon as
possible.
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2.6 Sensor Monitoring - Secondary Sensor Lost
If sensor monitoring is activated and the secondary sensor which is used for monitoring the main sensor,
is lost, a caution (yellow square, silent) with ... Monitoring Lost is generated.

SI080 The selected secondary sensor for monitoring is
SI B CAUTION no longer available and no further sensor of the
Heading Monitoring Lost same type can be used for monitoring.
STW Monitoring Lost same type can be used for monitoring.
SOG Monitoring Lost same type can be used for monitoring.
SI084 he selected secondary sensor for monitoring is
Depth Monitoring Lost same type can be used for monitoring.
DR Monitoring Lost same type can be used for monitoring.
Position Monitoring Lost same type can be used for monitoring.
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2.7 Sensor Monitoring - Deviation between Main and Secondary Sensor
If sensor monitoring is activated and the secondary sensor which is used for monitoring the main sensor,
is differing more than a user set limit, a warning (orange circle and horn) with ... Monitoring is generated.

The deviation of sensor data between the main
SI089 sensor and the secondary sensor selected for
SI B WARNING monitoring is greater than the limit set by the
Heading Monitoring user.
STW Monitoring user.
SOG Monitoring user.
SI B WARNING
monitoring is greater than the limit set by the
Depth Monitoring user.
DR Monitoring user.
Position Monitoring user.
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Operating Instructions ECDIS Alerts
3 ECDIS Alerts
Most ECDIS Alerts listed below are category A alerts and handled from the workstation where they
appear. Some alerts are marked with (B) which means, that they are distributed navigation system wide
and handled from any workstation.

EI000 ECDIS not available for route monitoring
EI A ALARM
and display of charts.
Malfunction of ECDIS
EI001 The ship will cross a depth limit for which
EI A ALARM this alarm has been activated in the
Crossing Safety Contour Alarms > ECDIS Alerts menu.
The chart monitoring detected an area with
EI002 special condition (for example a user made
EI A WARNING Danger Highlight Area) ahead of the own
Crossing Special Area ship’s position. This alert can be set by the
user to a CAUTION (see EI015).
The current position of the ship deviates
from the planned position. The limits of the
EI003 cross track deviation can be altered in the
EI A ALARM
XTD LIM column of the waypoint list. This
Deviation from Route
alarm is equivalent to "Off Track Limit
Exceeded" in TP mode
The ship is approaching a WOP (wheel
over point), it is indicating the approach to
the next course change maneuver on the
EI005 pre-planned route. This alarm is equivalent
EI A WARNING to "TP Waypoint Approaching" in TP mode-
Approach to Waypoint This alarm can be activated or suppressed
in the Alarms expander under ECDIS
Alerts with the selection of Critical point
on route alert.
EI006 The ship is approaching a critical point on
EI A WARNING the route. Check the chart for any obsta-
Approach Critical Point cles!
An obstruction, a wreck, a rock with depth
EI010 below the user selected safety depth or
EI B CAUTION
Navigation Hazard Ahead Aids to Navigation or a user made Safety
Line will be crossed soon.
The chart monitoring detected an area with
EI015 special condition, this caution is distributed
EI B CAUTION to all workstations and it can be handled at
Crossing Special Area any workstation. This alert can be set by
the user to a WARNING (see EI002).
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Target Alerts Operating Instructions
4 Target Alerts
Target Alerts listed below are category A alerts and handled from the workstation where they
appear.

RA001 The tracked target situated at the displayed lost
RA A WARNING target symbol has got lost. This warning is esca-
Lost Target 1) lated to an alarm after the user set time period!
RA002 The target which is flashing in red has become
RA A ALARM a dangerous target, because the CPA and TCPA
Dangerous Target values are smaller than the set limits.
A target which is not yet being tracked has been
RA003 acquired automatically in the acquisition/guard
RA A WARNING zone. This warning is escalated to an alarm
Target AUTO-Acquired after the user set time period!
A target has been acquired automatically in the
RA004 guard zone. It cannot be tracked, because the
RA B CAUTION maximum number of targets 2) are already being
ACQ Zone Overflow tracked. Check the acquisition/guard zone;
delete targets.
A target which is already being tracked has
RA005 entered the acquisition/guard zone. This
RA A WARNING warning is escalated to an alarm after the user
TGT Entered Guard Zone set time period!
95% of the maximum number of ARPA targets
RA008 are being tracked. Delete at least one unim-
RA A WARNING portant target. This warning is escalated to an
Check ARPA Target Capacity alarm after the user set time period!
RA009 100% of the maximum number of ARPA targets
RA A WARNING are being tracked. Delete at least one unim-
ARPA TGT Capacity Limit portant target.
1)
For AIS targets the Lost Target warning can be disabled in the Settings - Target menu.
2)
ARPA targets and AIS targets together
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Operating Instructions AIS Alerts
5 AIS Alerts
Depending on the type of AIS connected to the system, not all alerts listed below may be supported. If
no AIS is connected, none of the alerts will appear.
Escalation: All warnings are escalated to alarms after the user set time period!
All AIS alerts listed below are category B alerts (navigation system wide) unless otherwise marked with
(A) which means, that the alert is handled from the workstation where it appears.
The target related alarms and warnings are documented in the chapter target alarms.

The AIS system stopped transmission. Check the AIS
AI001 system. Check the antenna and the antenna cabling (short
AI B WARNING circuit or missing contact at the connectors). Call the
AIS TX Malfunction service at the next possible harbor, be aware that your
ship might not be visible for other ships as an AIS target.
The AIS system continues operation: The VSWR (voltage
standing wave ratio) checked by the AIS is out of range.
AI002 The distance from where your own ship is visible for other
AI B WARNING ships a an AIS target is significantly reduced to a very few
AIS VSWR Limit Exceeded miles only. Check the AIS system. Check of the AIS UHF
antenna, antenna cabling and connectors.
AI003 The AIS stopped the transmission on the channel A. The
AI B WARNING AIS system must be exchanged
AIS RX Ch. A Malfunction
AI004 The AIS stopped the transmission on the channel B. The
AI B WARNING AIS system must be exchanged.
AIS RX Ch. B Malfunction
AI005 he AIS stopped the transmission on the DSC channel 70
AI B CAUTION but continues to transmit own ship AIS data. The AIS
AIS RX DSC Malfunction system must be exchanged.
AI006 The AIS has stopped the transmission caused by an
AI B WARNING internal fault. Call service as soon as possible.
AIS General Failure
The AIS continues to operation using indirect or sema-
AI007 phore synchronization.The AIS has lost time synchroniza-
AI B CAUTION tion from internal GNSS receiver (GPS) and switches over
AIS UTC Sync. Invalid to indirect synchronization. Call service as soon as
possible.
The indicator electronic (MKD) does not communicate with
AI008 the AIS electronics unit. The AIS continues operating.
AI B CAUTION Check the cabling and connection between RADAR and AIS
AIS Oper. Unit Offline system:
The AIS continues to operate.
The AIS internal position from the AIS own GNSS receiver
AI009 differs more than 100m for more than one hour from the
AI B CAUTION
external position (system position used at the bridge).
AIS Position Mismatch Check the system position, the AIS internal position, the
AIS GNSS antenna and cabling, call service.
The AIS continues to operate: It has been set to an incor-
AI010 rect navigation status, e.g. "at anchor" while ship is sailing
AI B CAUTION with more than 3 kn or to "under way" while ship has SOG
AIS NavStatus Incorrect of 0 kn for more than 2 hours. Correct the status in the
AIS settings.
The AIS continues to operate but has received COG and
AI011 HDT from navigation system with a difference of more
AI B CAUTION than 45 deg for 5 min while SOG is > 5 kn. Check naviga-
AIS Heading Sensor Offset tion system and heading sensors.
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AIS Alerts Operating Instructions

The AIS continues to operate. It has received a message
AI014 from an active AIS-SART (Search and Rescue Transponder)
AI B WARNING which is carried by vessels and planes. Check the target
AIS Active SART list for the nearest SART ACTIVE target. Start any rescue
activities if required.
The AIS continues to operate. The AIS system does not
AI025 receive a valid position sensor information and falls back
AI B CAUTION to its internal position sensor. Check the sensor and the
AIS External POSN Lost cabling.
The AIS continues to operate but has no valid position
AI026 information from internal position sensor. Check the
AI B WARNING cabling and the antenna of the GPS sensor which is inte-
AIS No Valid Position grated into the AIS system.
The AIS continues to operate using default data, it has no
valid speed over ground information. Check selected speed
AI029 sensor. (Typically the SOG information from an integrated
AI B WARNING bridge system which is derived from a GPS sensor, the AIS
AIS No Valid SOG will continue to work with its own sensor, but the speed,
which is sent out to other ships might not be as accurate
as before).
The AIS continues to operate using default data. It has no
valid course over ground information. Check the connected
AI030 sensor and cabling. (The COG information is computed by
AI B WARNING an integrated bridge system using GPS sensor data, the
AIS No Valid COG AIS will continue to work but will transmit less information
to other ships.)
valid heading information from the sensor. Check the
AI032 heading sensor. (Typically the heading information from an
AI B CAUTION integrated bridge system which is derived from the gyro,
AIS No Valid Heading the AIS will continue to work but will transmit less infor-
mation to other ships.)
valid rate of turn information from the sensor. Check the
AI035 sensor and the cabling. (Typically the rate of turn informa-
AI B CAUTION tion from an integrated bridge system which is derived
AIS No Valid ROT from the gyro, the AIS will continue to work but will
transmit less information to other ships).
AI051 The AIS continues to operate but the settings made for the
AI B WARNING channel management have not been accepted by the
AIS Ch.Man. Not Accepted system. Check the settings.
The AIS continues to transmit but the receiver of the AIS
AI052 has detected an internal malfunction. Call service at the
AI B WARNING next possible harbor. The transmitter is still operable, your
AIS Receiver Fault vessel will still be visible for other ships, but you might not
seen other AIS targets.
The AIS continues to operate using the system position
but the GPS antenna of the AIS does not work correctly.
AI053 Check the GPS antenna and the antenna cabling (short
AI B WARNING circuit or missing contact at the connectors). No immediate
AIS GPS Antenna Failure action is required, AIS is normally fed by an external GPS
receiver from the integrated bridge system.
AI054 The internal check of the GPS receiver has detected a
AI B WARNING short circuit in the coax wire between the antenna and the
AIS GPS ANT Short Circ. receiver. Check the GPS antenna cable.
The AIS is not operating. Check the AIS system. It might
AI060 be possible to eliminate the fault by switching the voltage
AI A WARNING supply to the AIS electronics unit off and then on again at
AIS Offline the ship's mains.
AI061 The AIS continues to operate. It has received a safety
AI B WARNING message. The safety messages can be read under >
AIS New Safety Message Tools > Target > RX Msg.
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Operating Instructions AIS Alerts

AI062 The transmitter of AIS system has been switched off.
AI B WARNING Check the AIS settings.
AIS Not Transmitting
AI068 The AIS continues to operate, but 95% of the maximum
AI A WARNING number of AIS targets are being tracked. Delete at least
AIS Check TGT Capacity one unimportant AIS target.
AI069 The AIS continues to operate, but 100% of the maximum
AI A WARNING number of acquired AIS targets are being tracked. Delete
AIS TGT Capacity Limit at least one unimportant AIS target.
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NAVTEX Alerts Operating Instructions
6 NAVTEX Alerts
If a NAVTEX system is connected the following alerts could appear:

CR005 The NAVTEX system is offline due to switched
CR B WARNING off mode, no power, or no connection. Check
NAVTEX Offline settings, power supply and cabling.
CR006 A new NAVTEX message has been received,
CR B WARNING check message and consider for your voyage.
NAVTEX New Message
CR008 A new NAVTEX navigational message has been
CR B WARNING received, check message and consider for your
NAVTEX NAV Warning voyage.
CR009 A new NAVTEX meteorological message has
CR B WARNING been received, check message and consider for
NAVTEX MET Warning your voyage.
CR010 A new NAVTEX search and rescue message has
CR B WARNING been received, check message and consider for
NAVTEX SAR Information your voyage.
CR011 The NAVTEX receiver is not working, check
CR B WARNING system and call service.
NAVTEX RX Malfunction
CR012 The NAVTEX receiver has not passed the
CR B WARNING internal Built-in-Self-Test, it is not working,
NAVTEX BIST Failure check system and call service.
CR013 The NAVTEX receiver is not working in general,
CR B WARNING check system and call service.
NAVTEX General Failure
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Operating Instructions Anchor Watch Alerts
7 Anchor Watch Alerts
If the anchor watch option is activated the following alerts could appear:

EI020 The vessel is exiting the anchor watch area,
EI A WARNING which means is touching the contour of the
Exiting Anchor Area sector at one of the two sides or at the back.
EI021
EI A WARNING The vessel is out of the anchor watch area.
Out of Anchor Area
EI022 The anchor is dragging, which means the vessel
EI A WARNING is touching the contour of the sector at the
Anchor Dragging back.
EI023 The remaing speed during anchoring exceeds
EI A WARNING the set speed limit.
Anchor Watch Speed Limit
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Extended Route Management Alerts Operating Instructions
8 Extended Route Management Alerts

EI025 1) Before use the selected route has to be signed
EI B WARNING again by the FOC due to any changes.
No FOC Route Signature
EI026 2) Before use the selected route has to be signed
EI B WARNING again by the master due to any changes.
No Master Route Signature
EI027 3) Before use the selected route has to be initially
EI B WARNING signed by the FOC and the master.
Route Signature Required
While sailing on an active route track monitoring
EI028 switched on, either manually controlled by the
EI B WARNING helmsman or automatically by the Trackpilot the
Out of Route Corridor vessel has left the route corridor. Extend the
corridor or steer the vessel back to the corridor.
During sailing on a track, either manually
EI029 controlled by the helmsman or automatically by
EI B WARNING the Trackpilot the vessel is leaving the route
Leaving Route Corridor corridor. Extend the corridor or steer the vessel
back to the centre of the corridor.
1)
Only if FOC option is installed.
2)
3)
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Operating Instructions RADAR Transceiver Alerts
9 RADAR Transceiver Alerts
This chapter lists and describes all alerts of the radar transceiver. They are classified as cate-
gory A alerts. They are displayed at all workstations where the defective transceiver has
been selected for radar operation either as a slave or master.
Legend: In front of each entry the priority is shown with for alarm and for caution.

The selected transceiver is reporting magnetron
RA010 over-current. Acknowledgment is performed by
RA A WARNING switching the radar over to stand-by. Afterwards
Magnetron Fault switch back to radar operation. If the warning
occurs repeatedly, request service!
The antenna's head-marker signal is missing. If
RA011 the antenna is not rotating: check the ship's
RA A WARNING mains and/or the antenna fuse or circuit-
No Headmarker breaker. If the antenna is rotating: request
service. Select another radar transceiver!
The radar transmission trigger is missing, the
RA012 radar video cannot be displayed. Check the
RA A WARNING radar transceiver, select another transceiver and
No Trigger request service!
The azimuth angle information of the antenna is
missing. If the antenna is not rotating: check
RA013 the ship's mains and/or the antenna fuse or
RA A WARNING circuit-breaker. If the antenna is rotating:
No Antenna Azimuth request service. Select another radar trans-
ceiver!
The system is in a faulty condition, such that
RA014 the radar video cannot be generated on the
RA A WARNING transceiver side. Check transceiver and antenna,
No Radar Video select another transceiver and request service!
RA015 The radar transceiver is switched off or not
RA A WARNING connected. Check power supply and cables,
Transceiver Offline select another transceiver and request service!
The system is in a faulty condition, such that
RA016 the radar video can not be generated on the
RA A WARNING MFD. Check MFD, select another MFD and
Radar Video Integrity request service!
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RADAR Transceiver Alerts Operating Instructions
9.1 Radar Transceiver Status Monitor
In addition to the above alerts which are distributed to all MFDs of the Platinum system, there are status
messages available, giving detailed information about a transceiver on request of the user.
Access to the status messages is possible in two different ways:
1. Open the list of transceivers and by moving the cursor
over the entries a tooltip is shown with the status of magnetron or
each transceiver available in the system. operation time in h
2. If during operation an error occurs in the selected

transceiver, a red alarm symbol is shown next to the
transceiver name, by moving the cursor over the red 1)
symbol again the same tooltip as before appears.
The status messages are covering i.e. the correct function 2)
of the doubled Ethernet network, of the headmarker,
trigger and azimuth sensor.
An example is shown above with a video timeout for TX 9 and a not connected status for TX 10. Video
timeout means that a transceiver is selected which is currently not available, or is warming up, or data
connection is missing, or power break down occurred. In addition the operation time is listed. Other
errors are shown in a similar way. Please refer to the table below:
Message Remark
Not Connected Select the transceiver to connect it
Standby Mode The selected transceiver is in stand-by mode
Warming up The transceiver is warming up and available in a few min.
Transmitting The transceiver is in operation
Magnetron Operating Time xxx h The transceiver has been in operation for xxx hours
Video Timeout The transceiver is not available, missing connection
No Headmarker The transceiver has no headmarker signal, HW error
No Antenna Azimuth The transceiver has no azimuth signal, HW error
No Trigger The transceiver has no trigger signal, HW error
Network 1 failed [Tx] Operation is continued via network 2, check asap
Network 2 failed [Tx] Operation is continued via network 1, check asap
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Operating Instructions TRACKPILOT Alerts
10 TRACKPILOT Alerts
The following list of alarms, warnings and indications contains all alarms for all operating modes
(Heading, Course, Track) of the TRACKPILOT. In systems with Heading mode only, alarms of the Course
and Track mode are not initiated.

Switch-over immediately to manual steering! The
communication between the MFD and the TP has failed,
until the cause of the alarm has not been eliminated, the
word FAILURE is shown in the operational mode field of
the TP data display.
TP000 For systems with one TP: check the TP unit, the TP
TP B ALARM Interface and their power supply, restart the TP unit.
Trackpilot System Failure
For systems with two TP units, one TP is connected
to the steering gear: By the acknowledgement, the
other TP is selected but not activated, the mode display
changes from FAILURE to Off, activate the other TP, check
the TP unit, the TP Interface and their power supply, and
restart the TP unit which generated the alarm.
Switch-over immediately to manual steering! The
TP004 configuration parameters stored in the TP unit and used
TP B CAUTION for operation differ from those stored in the workstation
Config TP Differs (MFD) as a back-up. Call service!
The rudder engine is not following the order from TP, or is
not doing so with sufficient accuracy. The message initially
B CAUTION appears as a silent caution. If the cause of the fault
TP 012 and TP013 continues for more than 10 seconds, an alarm is raised.
TP If this alarm is present for a longer time, switch
TP Rudder Error over to manual steering!
A ALARM The alarm can be acknowledged, but is repeated as long
as the fault continues. Check steering gear, rudder pumps,
and the TP interface.
Switch to Course or Heading mode or manual
TP014 steering! The data of the pre-planned track are unreli-
TP A WARNING able, they must not be used for navigation. Check the
TP Track Data Error waypoint data of the activated route. Deactivate and acti-
vate the route again.
Switch-over immediately to manual steering! The TP
reports an internal fault, or unsuitable sensor data, it is no
longer controlling the rudder. Until the cause has not been
eliminated, the status FAILURE is shown in the opera-
TP016 tional mode field of the TP data display as well as on the
TP A ALARM Conning display. After switch-over to manual steering try
TP Trackpilot Failure to reconnect the Trackpilot to the steering gear or restart
the TP or check the TP electronics unit, the TP Interface
and their power supply. If installed, switch over to the
second TP unit.
TP017 Failure in the Azipod drive interface, the Azipod is not set
TP A CAUTION for optimized toe angle, the TP is not affected.
TP ADO Interface Failure
Select a permitted position sensor with valid data.
In Track mode, the selected position sensor has no valid
data for a longer period, or a switch-over to an unsuitable
TP018 position sensor has taken place. Until the cause of the
TP A ALARM alarm has been eliminated, the alarm is repeated after 1
TP Change Position Sensor minute. The TP Track Mode Fault alarm appears after
10 minutes if the cause of the alarm has not yet been
eliminated.
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TRACKPILOT Alerts Operating Instructions

Immediately change to another speed sensor or
switch over to manual steering! The selected speed
TP019 sensor shows negative (astern) speed (which TP cannot
TP A ALARM process) while the TP is in activated state. The alarm
TP Astern Speed cannot be acknowledged. It is repeated and disappears
when its cause has been eliminated.
The track limit value set by the operator or taken from the
TP020 activated route has been exceeded. Increase the track
TP A ALARM limit or allow the ship to steer back to the track or steer
TP Track Limit the ship with the joystick or select manual steering.
Select other speed sensor or change to manual
steering. This alarm occurs if TP is in active steering
mode and the selected speed sensor is reporting incorrect
TP021 data or has failed; steering with the drift angle taken into
TP A ALARM account is not possible, or in Track mode Manual Speed
TP Speed Sensor Fault input has been selected. When the alarm appears, the
system is automatically switched over to the Heading
mode. For as long as no valid speed data are being
received, the alarm is repeated.
In Track mode the last waypoint will be passed in 3-6 min
(user set value). Acknowledgement causes a switch-over
TP022 to Course mode; the ship’s course has to be set manually
TP A WARNING from now on. If not acknowledged within 30 seconds, the
TP End of Track TP Alarm signal is generated for the back-up navigator
alarm.
The pre-set drift limit for the TP has been exceeded; for
correct course or track-keeping, a larger compensation
TP023 angle is needed. Even after acknowledgement, the drift
TP A WARNING angle contained in the actual course is limited for the TP
TP Drift Angle Limit to the drift limit setting. Increase the drift limit value or
switch over to Heading mode or to manual steering.
The speed reported by the selected speed sensor is so low
TP024 that the TP might not be able to steer the ship correctly.
TP A WARNING Acknowledgment causes a switch-over to Heading mode.
TP Low Speed Switch over to manual steering.
Acknowlede this alarm from your MFD to act as the
TP026 TP Master. The same can be achieved by clicking to the
TP A ALARM Master button, or by pressing the TP Master key on the
TP No Master MFD Selected keyboard on your MFD.
Since start of the long-term position drift calculation in
Track mode, a difference has built up between dead reck-
oning and position sensor, greater than a limit value which
TP027 depends on the set track limit. Acknowledgment restarts
TP A WARNING the position drift calculation with zero. Select a more accu-
TP Position Drift rate position or speed sensor or correct the manual set
and drift input. Switch over to Course mode or Heading
mode. Increase the track limit.
Acknowledge this alarm to accept the new position.
This alarm is generated if in Track Mode a position jump
(e.g. mode change of the sensor, new sensor selected or
TP028 manual position adjust) exceeding the set track limit or a
TP A ALARM general sensor limit has been detected. Increasing the
TP Position Jump track limit increases the tolerance with regard to position
jumps and strengthens the filtering of the received posi-
tion data.
TP029 The set course limit has been exceeded. Increase the
TP A WARNING course limit or wait until the TP has eliminated the course
TP Course Limit deviation, or switch over to manual steering.
Increase rudder limit or wait until rudder angle is
less than the rudder limit or switch over to manual
steering. This alarm is raised if the set rudder limit value
has been reached; with this rudder limit, the activated
TP030 maneuver can most probably not be performed without a
TP A ALARM
deviation - or - the present rudder angle lies outside the
TP Rudder Limit rudder limit. In Track mode on ships with DNV NAUT-AW
approval, limitation by the set rudder limit is ignored when
a planned maneuver is being performed (i.e. during the
turn at the waypoint).
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Especially in confined waters it is strongly recom-
mended to switch over to Course mode or Heading
mode. This alarm is raised if Track mode is active, but the
TP031 set radius for the next turn is too large to enable the ship
TP A WARNING to reach the next leg by means of the maneuver that is
TP Reduced Radius planned at the To-Waypoint. The TP will reduce the radius
to such an extent that the course change can be
performed. A reduced radius can result in an increased
ROT and a differing radius during the planned turn.
The rudder angle for the actually planned manoeuvre is
TP032 WARNING larger than the TP can apply. Increase the radius or switch
TP A over to manual steering. Normally this parameter has been
TP Short Radius checked by the ECDIS in advance, error will appear in
special cases only.
The system automatically switches over to Course
mode. This alarm is raised if TP is in Track mode, but
speed, position or waypoint data are no longer available or
are invalid. Or set course or track limit are exceeded for
TP033 the track that was just recalculated. Or the system was in
TP A WARNING Track mode and the latitude 85° has been exceeded. If not
TP Track Mode Fault acknowledged within 30 seconds, the back-up navigator
alarm is generated. Select other speed or position sensor
or define a new route as the System Route or - after the
course deviation or track deviation has fallen below the
limit - activate Track mode again.
While this alarm is present, the steering gear is not
being driven by the TP. Switch-over immediately to
manual steering.
This alarm occurs, if TP is activated and the compass
system has been switched off, has failed, is reporting
incorrect data, or the value has jumped by more than 1
degree between two high speed transmissions. After
switch-over to manual steering check compass system; if
possible, select another heading source. Check the
TP036 displayed heading before use. If the cause of the alarm
TP A ALARM
has not been removed (i.e. the gyro heading is still
TP Heading Sensor Fault invalid), the alarm is repeated even after acknowledgment.
If the alarm is not acknowledged within 30 seconds, the
back-up navigator alarm is given.
If the alarm is rectified and unacknowledged, the
acknowledgment 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, acknowledgment can force the TP to
generate larger rudder angles.
Switch-over immediately to manual steering! This
alarm occurs if the TP has been deactivated and is no
TP038 longer controlling the rudder. The ship must be steered
TP A ALARM manually or by another autopilot. This alarm is optional
TP Deactivated and must be configured on service level if required by the
class or the owner.
TP039 By operation of the joystick, i.e. in an evasive manoeuvre,
TP A ALARM the TP was switched back from Track mode to Heading
TP Track Mode Aborted Mode.
The track limit setting is lower than the expected average
TP040 position-error of the selected position sensor. Increase the
TP A WARNING track limit or select a more accurate position sensor. This
TP Low Track Limit warning can appear only if activated on service level;
required for ships with DNV NAUT-AW approval.
Rudder limit is set so low that the next course-change
TP041 cannot be performed with the planned radius. Increase the
TP A WARNING rudder limit, increase the radius, or leave the Track mode.
TP Low Rudder Limit This caution can appear only if activated on service level;
required for ships with DNV NAUT-AW approval.
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Select Heading mode to avoid any heading change
caused by a switch over of the speed sensor. This
alarm occurs if the ship is sailing in Course mode or Track
mode and a drift change of more than 5° has occurred as
TP043 a result of switch-over (manual or automatic) of the
TP
TP Heading Change Due to
A ALARM selected SOG speed sensor. Until acknowledgement takes
place, the TP uses the longitudinal and transverse speeds
Drift that were valid before the alarm. After acknowledgement,
the TP 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.
Check the new speed value after jump. If it is
correct, acknowledge the alarm; otherwise, select
some other speed sensor before acknowledgement. This
TP044 alarm occurs if the speed value from selected speed
TP A ALARM sensor has jumped by more than 5 knots. Until acknowl-
TP Speed Jump edgement takes place, the TP uses the longitudinal and
transverse speeds that were valid before the alarm. After
acknowledgement, the TP uses the new longitudinal and
transverse speeds.
TP045 An Early Course Change Warning (ECCW)is given 3-6
TP A WARNING min (configurable) on approaching a waypoint. This
TP Waypoint Approaching warning is escalated to an Alarm for the back-up navigator.
An Actual Course Change Warning (ACCW) is given 30
s before the wheel-over time. If the actual course change
WARNING warning is not confirmed/acknowledged by the officer of
the watch (user) within 30 s an alarm is generated.
If the course change is not to be executed, switch
TP046 and 047 over to Course or Heading mode and steer with the
TP A joystick.
TP WOP Execution If the ACC alarm is not acknowledged by the officer of the
watch (user) within 30 s of wheel-over, a back-up navi-
ALARM gator alarm is activated at the BNWAS. The ACC alarm is
not raised, if the back-up navigator alarm from the unac-
knowledged ECC alarm (see TP045) is already active. With
or without the acknowledgement, the ship is following
automatically the track.
Check the TRACKPILOT settings Rudder Economy,
Loading and Rudder Limit. Consider changing to
manual steering and reducing the speed until the
TP049 water depth has increased. This warning occurs if the
TP A WARNING ship is sailing with relative high speed in decreasing water
TP Squat Warning depth (under TRACKPILOT control). Observe the steering
performance (for example by switching on the TRACKPI-
LOT´s Rudder Recording window.
Change to manual steering or reduce the speed
until the water depth has increased again. This alarm
TP050 occurs if the ship is sailing with high speed in shallow
TP A ALARM water (under TRACKPILOT control). The potential squat
TP Squat Alarm effect could negatively influence the steering ability (the
course stability) of the ship (see also TP049).
In Track mode and sailing on Great Circle a course change
exceeding 3 degrees or half of the set Course Limit is
TP051 required to stay on the great circle. The new course is
TP A ALARM displayed as Next course in the TP data display. Acknowl-
TP GC Course Change (Auto) edge with Execute. Regardless of whether this alarm is
acknowledged or not, the planned change of the course
takes place.
The TP Alarm signal (an alarm output contact to BNWAS
TP052 and other) was generated. As long as the TP Backup
TP A ALARM Navigator Alarm alarm has not been acknowledged, the
TP Backup Navigator Alarm TP Alarm signal remains active.
Switch over to manual steering. This warning is raised
if the signal of the main rudder feedback unit deviates by
TP053 at least 5 degrees from the signal received from the redun-
TP A WARNING dant rudder feedback unit. Check the rudder feedback
TP Rudder Feedback Differs units (wiring, signal, mechanical function). Applies for
single rudder vessels with secondary rudder feedback.
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TP054 if the rudder angles of the two rudders controlled by the
TP A WARNING TP differ by at least 5 degrees. Check the rudder control
TP Rudder Synch. Error system and the synchronism of the rudders.
TP055 if an error has occurred in the relay controlled rudder
TP A WARNING control system. Check the rudder control system (wiring,
TP Rudder Relay Failure steering relays etc.).
Switch over to manual steering, if it is obvious, that
TP056 the TP is not able to steer the ship correctly. This
TP A WARNING warning occurs if the speed through the water (STW) of
TP Low Water Speed the selected sensor is so low that the TP might not be able
to steer the ship correctly.
TP058 Increase heading limit or thruster power. This
TP A WARNING warning occurs if during anchor control the maximum
TP Anchor Ctrl. Heading Limit permitted heading limit has been reached.
Increase thruster power (elevate power limit or
add thrusters) when the alarm appears even
TP059 though the set heading was not changed. When this
TP A WARNING warning appears after the set heading was changed
TP Anchor Ctrl. Thruster Limit observe the rate of turn in order to decide whether the
thruster power is sufficient, if necessary increase the
thruster power.
Deactivate Anchor Control Mode and provide neces-
sary preconditions for use of the thrusters (hydrau-
TP060 lics, electrics). This alarm occurs if the Anchor Control
TP A ALARM mode is activated and no thrusters are available to the
TP Anchor Ctrl. Thruster Fault TRACKPILOT. This alarm cannot be acknowledged. It
disappears when its cause has been eliminated or when
the Anchor Control Mode is switched off.
Check anchor position, adjust manually if required.
TP061 This alarm occurs if the Anchor Control mode of the
TP A ALARM TRACKPILOT has been deactivated. The Anchor Control
TP Anchor Ctrl. Deactivated mode is optional and only available in combination with
additional control-interfaces to the tunnel thrusters.
Decrease the rudder limit or reduce the speed. This
warning occurs if the TP internal monitoring function of
the rudder limit, set by the operator, has determined that
with this maximum rudder deflection at the currently sailed
TP062 speed a high rate of turn above the limit would be
TP A WARNING produced. This warning cannot be acknowledged, it will
TP High Rudder Limit disappear if the cause for this warning has been elimi-
nated. This warning can appear only if activated on service
level; for this function a maximum allowed ROT value must
be set in the system configuration.
TP065 During track control with TP 2 the TP 1 unit failed, check
TP A WARNING TP 1 and do not use it before the failure has been recti-
Backup TP1 Failure fied.
TP066 During track control with TP 1 the TP 2 unit failed, check
TP A WARNING TP 2 and do not use it before the failure has been recti-
Backup TP2 Failure fied.
TP069 1) TP System Alarm, switch over to manual steering and
TP A ALARM check TP system.
Trackpilot System Alarm
1)
Optional additional alarm output for host systems derived from internal alert
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Operating Instructions SPEEDPILOT Alerts
11 SPEEDPILOT Alerts
All alarms beginning with SP are generated by the SPEEDPILOT. Unless stated otherwise, they appear
only on the MFD having the SPEEDPILOT Master function, and it is only there that they can be acknowl-
edged. The phrase "Switch over to manual speed control" used below, always indicates the
following steps as a minimum:
- Deactivate speed control by SPEEDPILOT.
- Select manual control of the propulsion lever.
- Verify that manually changing the lever order has an effect on the ordered rpm and/or pitch.

SP070 Switch over to manual speed control and to manual
SP B CAUTION steering. This caution occurs if the TP/SP common inter-
TP/SP CI Failure face fails, call service.
SP071 Switch over to manual speed control and to manual
SP B CAUTION steering. This caution occurs if the TP/SP common inter-
TP/SP CI Parameter Differs face parameter differ, call service.
SP072 The backup SP is reporting an error, no immediate reaction
SP A WARNING necessary, but backup function no longer available
SP Backup SP1 Failure
SP073 The backup SP is reporting an error, no immediate reaction
SP A WARNING necessary, but backup function no longer available
SP Backup SP2 Failure
Switch over to manual speed control and to manual
steering. Check that the manual control functions for
lever and wheel are working properly. This alarm occurs if
the SP is not ready for operation, because the engine
SP075 interface program has no contact with the TRACKPILOT
SP B CAUTION Interface processor of the TRACKPILOT interface unit. The
TP / SP Interface Offline TRACKPILOT as well as the SPEEDPILOT can no longer
perform their tasks, as their communication with the inter-
face is not available. Check the power supply and the
operational status of the TRACKPILOT interface elec-
tronics, restart the TRACKPILOT.
Switch over to manual speed control. This alarm
occurs if the SP is not ready for operation (no message
from SP to SP Master MFD). The communication is
disturbed or interrupted. The SP must be disconnected
from the engine control system; the engine must be
controlled by the lever manually. Until the cause of the
SP076 alarm has been eliminated and the SP has not been
SP A ALARM switched off, the word FAILURE is shown in the opera-
SPEEDPILOT System Failure tional mode field of the SPEEDPILOT expander. Check the
TRACKPILOT Electronics and the TRACKPILOT Interface
unit as well as their power supplies. In the case of
repeated occurrence of the alarm, resetting or restarting of
the SPEEDPILOT or of the complete TP electronics unit
might correct the fault situation.
SP077 Switch over to manual speed control. This caution
SP B CAUTION occurs if the config parameters in the TP unit and in the
Config SP Parameter Differ MFD differ. A warning is given. Call service.
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SPEEDPILOT Alerts Operating Instructions

Acknowlede this alarm from your MFD to act as the
SP Master. The same can be achieved by clicking to the
Master button in the SP menu, or by pressing the SP
Master key on the keyboard on your MFD for more than
3 seconds. This alarm is raised if no MFD has been
SP079 selected as the SP Master. The MFD on which acknowl-
SP A ALARM edgement takes place is switched to act as the SPEED-
SP No Master MFD Selected PILOT Master. If the alarm can not be acknowledged
because there is no navigational MFD 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
signal is issued.
SP has been switched off or disconnected from the engine
control system (loose cabel etc. or engine has reported a
SP080 failure). The message confirms that the engine is now
SP A ALARM being controlled by means of the lever, SPEEDPILOT OFF
SP Deactivated is indicated. If the alarm occurs for no apparent reason,
restarting of the SPEEDPILOT might correct the fault situ-
ation.
SP081 Switch over to manual speed control. This alarm is
SP A ALARM reaised if there is no connection to the engines.
SP No Engines
Switch over to manual speed control. This warning
occurs if for the set speed the lever has to be moved to a
value below the low lever limit setting. The actual lever
output value is always limited to the low lever limit setting.
SP082 If there are doubts about the effectiveness of the auto-
SP A WARNING matic speed control process, the SP must be switched off
SP Low Lever Limit and a changeover to manual engine-control must take
place. Reduce the low lever limit value (always verify the
steering ability of your ship!). Increase the speed
commanded by the SP. Check the speed sensor data.
Switch over to manual speed control. This warning
occurs if for the set speed, the lever has to be set to a
value above the high lever limit setting. The commanded
SP083 output lever value is always limited to the high lever limit
SP A WARNING setting. Increase the high lever limit value in the SP
SP High Lever Limit Settings dialogue. Reduce commanded speed of the
SPEEDPILOT. Check the speed sensor and the indicated
speed value. Check if the engine control system is
executing the lever commands of the SP correctly.
Set speed setting ordered by the SP is larger than the
speed limit value that was set in the SP Settings dialog
SP084 under Speed Limit. The ordered speed value is reduced to
SP A WARNING the Speed Limit value before the output to the lever is
SP Speed Limit Exceeded calculated. Increase the speed limit in the SP Settings
menu or continue sailing with reduced speed.
SP085 Switch over to manual speed control. This warning
SP A WARNING occurs if the set speed is above or below possible speed
SP Set Speed out of Range control, adjust config. settings.
SP is in Planned Speed mode, but is no longer receiving
SP086 any speed data from the planning system (from ECDIS
SP
SP No Speed from Active
A WARNING sub-system). When this alarm appears, the SP is automat-
ically switched to Set Speed mode, and the current set
Route speed is maintained.
Switch over to manual speed control. This error
occurs if the SP has been activated by the user, but the
SP087 interface signals to the engine control system do not
SP A ALARM confirm a complete activation of the SP. Wait, if the SP is
SP Activation Failed activated after a delay of some seconds. Retry the activa-
tion. Check the interface signals to the engine control
system.
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Operating Instructions SPEEDPILOT Alerts

Switch over to manual speed control. This error
occurs if the SP has been deactivated, but the interface
signals received from the engine control system do not
confirm a complete deactivation of the SP. When this alarm
SP088 appears, the engine control must be switched over to
SP A ALARM manual operation and a check must be performed to make
SP Deactivation Failed certain that the manual lever control function is working
correctly. Wait, if SP is deactivated after a delay of some
seconds. Retry the deactivation. Check the interface
signals from and to the engine control system.
The SP control mode has been changed automatically to
SP089 the Set Lever mode, i.e. when received speed signals were
SP A ALARM found to be not in order (and the alarm SP Speed
SP Changed to Lever Mode Sensor Fault appeared before).
SP control mode has been changed automatically to the
SP090 Set Speed mode when the planned speed values were not
SP A ALARM received from the planning system (and the alarm SP No
SP Changed to Speed Mode Speed from Active Route appeared at the same time).
Select other speed sensor or continue with Set
Lever mode or switch over to manual speed control.
This alarm occurs if the SP is running in Set Speed mode
or Planned Speed mode, and the speed sensor is transmit-
ting invalid data, or MANUAL speed has been selected, or
SP091 the SP is not receiving any speed data. In this case the SP
SP A ALARM is automatically switched to Set Lever mode, and the
SP Speed Sensor Fault current set lever command is maintained. Instead of the
indication of the SP operational mode, FAILURE is
displayed. The backup navigator alarm is issued. If the
cause of the problem disappears, or if the Set Lever mode
was activated manually before the alarm was acknowl-
edged, the alarm vanishes.
Switch over to manual speed control. This alarm
occurs if the config. parameters of SP are incomplete or
SP093 ALARM not available. The engine control system can no longer be
SP A driven correctly by the SP. This alarm cannot be acknowl-
SP Config Fault edged. FAILURE is displayed in the SPEEDPILOT Mode
indication field. The configuration must be restored /
repaired at next service.
The SP has detected a difference between the set and the
actual lever feedback value. The speed control function
may be inaccurate, if the lever is not following the SPEED-
PILOT commands accurately. This warning is repeated as
SP094 long as the cause of the error is not deleted or the SPEED-
SP A WARNING PILOT is deactivated. Switch off the SP and change to
SP Lever Feedback Differs manual engine control. Check the lever positions and the
lever feedback signals of the electrical shaft (if installed).
If no feedback signal is connected, the use of the lever
feedback signal must be disabled on service level.
Restart the SP.
Deviation between set speed, ordered by SP, and achieved
actual speed is larger than the speed deviation limit value
that was set in the SP Settings dialogue under Speed
Alarm. The actual speed value is averaged by a SP
SP095 internal filter, before the monitoring function calculates the
SP A WARNING difference. Increase the threshold by input of a higher
SP Speed Deviation Speed Alarm value. Check the speed acceleration and
wait if the ordered speed value is achieved after some
minutes. Verify if the system reacts correctly on any
different speed order (i.e. the lever is still controlled up or
down as required by SP).
SP099 1)
SP A ALARM Switch over to manual control.
SP System Alarm
1)
Optional additional alarm output for host systems derived from internal alert
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SPEEDPILOT Alerts Operating Instructions
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Operating Instructions VDR Alerts
12 VDR Alerts
The following alerts are only available in the NACOS Platinum system, if a VDR DEBEG 4300, VDR 4350,
or VDR 4360 is connected via its LAN interface.
SYS CAT ALERT Description

An incident backup is running in the VDR. The
indication cannot be acknowledged. It disap-
VR000 pears when the backup has been finished. This
VDR B CAUTION indication can occur simultaneously on more
VDR Backup is running than one MFD. This indication is available only
for VDR DEBEG 4300, and VDR 4350.
The Platinum system has no contact to the
VR001 voyage data recorder. The warning cannot be
VDR B WARNING acknowledged. It disappears when its cause has
VDR Offline been eliminated. Check the VDR and the LAN
connections.
The Final Recording Medium is defective, or the
VR002 data transfer to it is faulty. This warning can
VDR B CAUTION occur simultaneously on more than one MFD.
VDR FRM Failure Check the VDR.
The microphone test automatically performed
VR003 by the VDR has shown that at least the
VDR B CAUTION recording function of one of the microphones is
VDR Microphone Failed faulty. This warning can occur simultaneously
on more than one MFD. Check the VDR.
The uninterruptible power supply (UPS) of the
VDR is no longer being supplied with power by
VR004 the ship's mains. The VDR is supplied with
VDR B CAUTION power by the UPS for at least 2 hours. This
VDR Main Power Failure warning can occur simultaneously on more than
one MFD. Secure the supply of power from the
ship's mains to the UPS.
A fault or failure has been detected by the BITE
VR005 (Built-In Test Equipment) of the VDR. This
VDR B CAUTION warning can occur simultaneously on more than
VDR Integrity Failed one MFD. Carry out a restart of the VDR, check
the VDR.
A fault or failure has been occured in the frame-
VR006 grabber. This warning can occur simultaneously
VDR B CAUTION on more than one MFD. Carry out a restart of
VDR Framegrabber Failure the VDR, check the VDR.
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LISTS AND INDEXES
NACOS Platinum Navigation LISTS AND INDEXES
Operating Instructions List of Tables
List of Tables
Table I / 1 Typographical conventions in these operating instructions . . . . . . . . . . . . .26
Table III / 1 Types of clicks in NACOS Platinum Navigation . . . . . . . . . . . . . . . . . . . . .54
Table III / 2 Color and Symbol Code for the Alert Indications . . . . . . . . . . . . . . . . . . .68
Table III / 3 Mouse pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Table III / 4 RADAR and ECDIS pointers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Table III / 5 Applicable Standards for Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Table III / 6 Applicable Standards for ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Table III / 7 Additional Standards for MULTIPILOT . . . . . . . . . . . . . . . . . . . . . . . . . . .90
Table III / 8 Additional Standards for TRACKPILOT (HCS) . . . . . . . . . . . . . . . . . . . . . .90
Table III / 9 Additional Standards for TRACKPILOT (TCS) . . . . . . . . . . . . . . . . . . . . . .90
Table 1-2 Structure of the Settings Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Table V / 1 Range Rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .159
Table V / 2 Integrity Marking for Heading/Speed Sensor Data . . . . . . . . . . . . . . . . .166
Table V / 3 Integrity Marking of Position Sensor Data . . . . . . . . . . . . . . . . . . . . . . .173
Table VII / 1 Symbols of ARPA Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . .230
Table VII / 2 Symbols of AIS Targets in ECDIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .231
Table VII / 3 Maximum Number of Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .237
Table VIII / 1 Radiation Danger Zone of Radar Antennas . . . . . . . . . . . . . . . . . . . . . . .245
Table VIII / 2 Categories of RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
Table VIII / 3 RADAR Failure Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251
Table VIII / 4 Pulse Length and Repetition Rate of RADAR Pulses . . . . . . . . . . . . . . . . .256
Table VIII / 5 Qualitative Description of Enhance Levels . . . . . . . . . . . . . . . . . . . . . . .261
Table VIII / 6 Symbols of ARPA Targets in RADAR . . . . . . . . . . . . . . . . . . . . . . . . . . .270
Table VIII / 7 Symbols of AIS Targets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .271
Table VIII / 8 Manual Target Acquisition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .273
Table VIII / 9 Differences between Chart Radar and ECDIS Mode . . . . . . . . . . . . . . . . .283
Table VIII / 10 Scheme of RADAR Video Evaluation . . . . . . . . . . . . . . . . . . . . . . . . . . .294
Table VIII / 11 Achievable RADAR Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296
Table VIII / 12 Influences of Meteorological Processes . . . . . . . . . . . . . . . . . . . . . . . . .299
Table IX / 1 Latitude-Dependent Errors of the EBL . . . . . . . . . . . . . . . . . . . . . . . . . .314
Table X / 1 Overview of Route Parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .394
Table XII / 1 Filter Time Constant in Dependence on Track Limit . . . . . . . . . . . . . . . . .453
Table XII / 2 Setting of the Track Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .453
Table XVII / 1 Periodical Maintenance Work for Display Electronics . . . . . . . . . . . . . . . .555
Table XVIII / 1 Color and Symbol Code for the Alert Indications . . . . . . . . . . . . . . . . . . .560
Table XVIII / 2 Alert Sequence for Escalated Warning . . . . . . . . . . . . . . . . . . . . . . . . . .570
Table XVIII / 3 Alert Sequence for Auto-Acquired Target . . . . . . . . . . . . . . . . . . . . . . . .571
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LISTS AND INDEXES NACOS Platinum Navigation
List of Tables Operating Instructions
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Operating Instructions List of Figures
List of Figures
Fig. II / 1 Overview of the S-Mode for ECDIS .......................................................... 35
Fig. II / 2 User-specific Control Settings .................................................................. 36
Fig. II / 3 Man Overboard Function ........................................................................ 37
Fig. III / 1 MFDs with RADAR, CONNING and AUTOMATION Application .................... 49
Fig. III / 2 Possible pointing devices ........................................................................ 53
Fig. III / 3 General screen Layout of the Platinum System ......................................... 55
Fig. III / 4 Title bar of AUTOMATION application ...................................................... 56
Fig. III / 5 Platinum Sidebar, Examples for Navigation and Automation ...................... 57
Fig. III / 6 Sidebar – Permanent areas for RADAR and Automation ............................ 58
Fig. III / 7 Sidebar – example of the non-permanent area ......................................... 59
Fig. III / 8 Main Menu ............................................................................................ 60
Fig. III / 9 ECDIS in full screen mode ...................................................................... 60
Fig. III / 10 Example 1: Target List ........................................................................... 63
Fig. III / 11 Examples of NACOS Platinum Navigation controls ..................................... 65
Fig. III / 12 Zoom and pan control ............................................................................ 67
Fig. III / 13 Overview of the RADAR Screen ............................................................... 74
Fig. III / 14 Overview of the ECDIS Screen ................................................................ 75
Fig. III / 15 Overview of the Conning Screen ............................................................. 76
Fig. III / 16 Overview of the TRACKPILOT Expander (Option) ...................................... 77
Fig. III / 17 The SPEEDPILOT Expander (Option) ....................................................... 77
Fig. III / 18 Overview of the Automation Screen ......................................................... 78
Fig. III / 19 Common Functions for Applications ......................................................... 98
Fig. IV / 1 Settings Bar ......................................................................................... 105
Fig. IV / 2 Overview of the S-Mode for ECDIS ........................................................ 107
Fig. IV / 3 Default Sidebar Settings for ECDIS ........................................................ 108
Fig. IV / 4 Default Presentation Settings for ECDIS ................................................. 109
Fig. IV / 5 Default Alert Settings for ECDIS ............................................................ 110
Fig. IV / 6 Default or S-Mode Settings for RADAR ................................................... 114
Fig. IV / 7 Settings for the Route Display ............................................................... 131
Fig. V/ 1 CCRP on ECDIS .................................................................................... 145
Fig. V/ 2 Super Home Page ................................................................................ 147
Fig. V/ 3 General Screen Layout of the NACOS Platinum Navigation ...................... 148
Fig. V/ 4 ECDIS Title Bar .................................................................................... 149
Fig. V/ 5 Color Schemes of the Color & Settings ................................................... 150
Fig. V/ 6 Date and Time Display ......................................................................... 151
Fig. V/ 7 The Navigation Sidebar ........................................................................ 155
Fig. V/ 8 Display in the Modes True Motion and centered Display .......................... 162
Fig. V/ 9 Display in the Modes North-Up RM, Course-Up RM and Head-Up RM ........ 163
Fig. V / 10 The Chart Status Line ........................................................................... 185
Fig. V / 11 Vector Display in Trial Maneuver Mode .................................................. 189
Fig. V / 12 Delay in Trial maneuver ........................................................................ 191
Fig. V / 13 Checking the Trial Maneuver ................................................................. 193
Fig. V / 14 Opened MULTIPILOT Main Menu ........................................................... 195
Fig. V / 15 Operating Devices for Activity Monitoring ............................................... 197
Fig. VI / 1 Elements of the Chart Area ................................................................... 201
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List of Figures Operating Instructions
Fig. VI / 2 Context Menus in the Application Area ................................................... 203

Fig. VI / 3 The Chart Information Window ............................................................. 204
Fig. VI / 4 Sidebar Mode for ECDIS ........................................................................ 205
Fig. VI / 5 Full Screen Mode for ECDIS .................................................................. 206
Fig. VI / 6 Zoom and pan control ........................................................................... 207
Fig. VI / 7 ECDIS Chart 1 ...................................................................................... 208
Fig. VI / 8 ECDIS Color and Gray Scale Test ........................................................... 209
Fig. VI / 9 ECDIS Display Groups ........................................................................... 211
Fig. VI / 10 Raster Chart on ECDIS .......................................................................... 219
Fig. VI / 11 Raster Chart with Local Datum .............................................................. 223
Fig. VIII / 1 IMO-Set installation .............................................................................. 249
Fig. VIII / 2 Layout with Five Workstations and Conning ............................................ 250
Fig. VIII / 3 Radar Picture Cut Due to Master with Smaller Range Compared to Slave .. 255
Fig. VIII / 4 Example for the Effect of Video Emphasis .............................................. 262
Fig. VIII / 5 The RADAR Keyboard ........................................................................... 264
Fig. VIII / 6 PPI with Superimposed Elements ........................................................... 265
Fig. VIII / 7 Zoom and Pan Control .......................................................................... 266
Fig. VIII / 8 Chart Radar Application Area with superimposed elements ...................... 280
Fig. VIII / 9 Example for Multi-Antenna Operation Radar Video .................................. 290
Fig. VIII / 10 Radial and azimuthal distortions of the radar video ................................. 298
Fig. VIII / 11 Reduced Range of First Detection depending on Rain in X-Band .............. 300
Fig. VIII / 12 Reduced Range of First Detection depending on Rain in S-Band ............... 301
Fig. IX / 1 Set a Clearing or Danger Bearing Line .................................................... 327
Fig. IX / 2 HELO Ship Controlled and Emergency Low Visibility Approach ................. 356
Fig. IX / 3 Helicopter Landing Path Handling .......................................................... 357
Fig. IX / 4 Select Set HELO Target ......................................................................... 358
Fig. IX / 5 Select HELO Approach .......................................................................... 358
Fig. IX / 6 HELO Approach Box ............................................................................. 358
Fig. IX / 7 Flying course of Ship ............................................................................ 358
Fig. X/ 1 Shape of the pre-planned track in the case of course changes ................. 362
Fig. X/ 2 Route Display Settings .......................................................................... 363
Fig. X/ 3 Waypoint List - Planning View ............................................................... 368
Fig. X/ 4 Time Schedule on WP List ..................................................................... 384
Fig. XI / 1 Overview of the Conning Screen ............................................................ 401
Fig. XI / 2 Conning Sidebar ................................................................................... 402
Fig. XI / 3 Conning Home Display .......................................................................... 404
Fig. XI / 4 Conning Home Waypoint List ................................................................ 405
Fig. XI / 5 Docking Display .................................................................................... 406
Fig. XI / 6 Propulsion Data Display ........................................................................ 407
Fig. XII / 1 Taking Account of Drift ......................................................................... 451
Fig. XIII / 1 The SPEEDPILOT Expander .................................................................. 469
Fig. XIII / 2 SPEEDPILOT Settings Dialogue ............................................................. 472
Fig. XIII / 3 SPEEDPILOT Sensitivity Setting ............................................................. 473
Fig. XIII / 4 SPEEDPILOT Lever Economy Setting ...................................................... 474
Fig. XIII / 5 SPEEDPILOT Speed Limit Setting ........................................................... 475
Fig. XIII / 6 SPEEDPILOT Lever Limit Setting ............................................................ 476
Fig. XIII / 7 SPEEDPILOT Operational Modes ............................................................ 479
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Operating Instructions List of Figures
Fig. XIII / 8 SPEEDPILOT Set Lever ......................................................................... 480

Fig. XIV / 1 BNWAS Timing ..................................................................................... 490
Fig. XIV / 2 BNWAS Components ............................................................................ 491
Fig. XVI / 1 Maintenance Entry Page ....................................................................... 527
Fig. XVI / 2 Nautical Charts Editor - Overview .......................................................... 539
Fig. XVI / 3 Selecting a cell ..................................................................................... 540
Fig. XVIII / 1 Overview of the Alarm List .................................................................... 564
Fig. XVIII / 2 Escalation of Aggregated Warning ........................................................ 571
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List of Figures Operating Instructions
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Operating Instructions Index
Index
Symbols Certificates . . . . . . . . . . . . . . . . . . . . . . 531

[ALARM LIST] . . . . . . . . . . . . . . . . . . . . 494 Chart Area . . . . . . . . . . . . . . . . . . . . . . 201
[DEADMAN] . . . . . . . . . . . . . . 495, 496, 497 Chart Datum . . . . . . . . . . . . . . . . . . . . . 223
* (asterisk) . . . . . . . . . . . . . . . . . . . 492, 494 Chart Information Window . . . . . . . . . . . 204
Chart Maintenance . . . . . . . . . . . . . . . . . 527
A Chart Monitoring . . . . . . . . . . . . . . . . . . 381
Acquisition/Guard Zone . . . . . . . . . . . . . 124 Chart monitoring . . . . . . . . . . . . . . . . . . 376
Adaptive STC . . . . . . . . . . . . . . . . . . . . 261 Chart Status Line . . . . . . . . . . . . . . . . . . 185
Admiralty Raster Charts . . . . . . . . . . . . . 219 check box . . . . . . . . . . . . . . . . . . . . . 65, 66
Aids-to-Navigation . . . . . . . . . . . . . . . . . 132 check mark . . . . . . . . . . . . . . . . . . . . . . . 66
AIS Messages . . . . . . . . . . . . . . . . . . . . 239 Check of the Route . . . . . . . . . . . . . . . . 372
AIS system . . . . . . . . . . . . . . . . . . . 115, 505 Class A . . . . . . . . . . . . . . . . . . . . . . . . . 186
AIS targets . . . . . . . . . . . . . . . . . . . . . . 231 Class B . . . . . . . . . . . . . . . . . . . . . . . . . 186
AIS True Scaled Outline . . . . . . . . . . . . . 132 Clearing Line . . . . . . . . . . . . . . . . . . . . . 327
alarm click . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
number of alarms . . . . . . . . . . . 492, 494 clicks . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
alarm horn . . . . . . . . . . . . . . . . . . . . . . 122 C-Map Permits . . . . . . . . . . . . . . . . . . . . 543
Alarm List . . . . . . . . . . . . . . . . . . . . 494, 564 C-Map Professional Charts . . . . . . . . . . . 542
alarm list . . . . . . . . . . . . . . . . . . . . . . . 121 Color & Brightness . . . . . . . . . . . . . . . . . . 56
alive indication . . . . . . . . . . . . . . . . .56, 153 Color and Contrast Examination . . . . . . . 209
ambient light conditions . . . . . . . . . . . . . . 56 Color Code for Alarms . . . . . . . . . . . . . . 560
Anchor Control Mode . . . . . . . . . . . . . . . 411 color schemes . . . . . . . . . . . . . . . . . . . . . 56
application area . . . . . . . . . . . . . . . .55, 148 colour . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
appliction main page . . . . . . . . . . . . . . . . 55 compass control . . . . . . . . . . . . 67, 207, 266
ARPA targets . . . . . . . . . . . . . . . . . . . . 230 conning position . . . . . . . . . . . . . . . . . . 145
arrow double . . . . . . . . . . . . . . . . . . . . . 69 Consistent Common Reference System . . 145
arrow pointer . . . . . . . . . . . . . . . . . . . . . 69 context menu . . . . . . . . . . . . . . . . . . . . . 54
asterisk . . . . . . . . . . . . . . . . . . . . . 492, 494 Context Menus . . . . . . . . . . . . . . . 203, 268
Auto ACQ. AIS . . . . . . . . . . . . . . . . . . . 125 controls . . . . . . . . . . . . . . . . . . . . . . . . . 65
AUTO Fill . . . . . . . . . . . . . . . . . . . . . . . 411 conventions in this manual . . . . . . . . . . . . 25
automatic sensor selection mode . . . . . . 164 Course Control Mode . . . . . . . . . . . . . . . 411
autonomous . . . . . . . . . . . . . . . . . . . . . 173 course up RM . . . . . . . . . . . . . . . . . . . . 163
Azipod Dynamic Optimizer . . . . . . . . . . . 462 Course-Up . . . . . . . . . . . . . . . . . . . . . . 157
Critical point on route alarm . . . . . . . . . . 123
B critical target . . . . . . . . . . . . . . . . . . . . . 238
B (Bridge alarms) . . . .. . . . .. . . . .. . . 492 Cross Bearing . . . . . . . . . . . . . . . . 343, 347
Basic mode . . . . . . . . .. . . . .. . . . .. . . 492 cross hair . . . . . . . . . . . . . . . . . . . . . . . . 69
brightness . . . . . . . . .. . . . .. . . . .. . . . 56 Cross-track alarm . . . . . . . . . . . . . . . . . 123
brilliance . . . . . . . . . .. . . . .. . . . .. . . 150 Cross-Track Limit . . . . . . . . . . . . . . . . . . 379
Browse Mode . . . . . . .. . . . .. . . . .. . . 202 cursor . . . . . . . . . . . . . . . . . . . . . . . . . . 69
C D
C (Cargo alarms) . . . . . . . . . . . . . . . . . 492 Danger Highlight . . . . . . . . . . . . . . . . . . 324
Catalogue for Routes . . . . . . . . . . . . . . . 365 danger zone, of radar antennas . . . . . . . 245
Categories of Display Groups . . . . . . . . . 212 Dangerous Targets . . . . . . . . . . . . . . . . 125
Category Field . . . . . . . . . . . . . . . . . . . 185 Date dependent . . . . . . . . . . . . . . 127, 216
CCRS . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Date Dependent Field . . . . . . . . . . . . . . 185
Centred display . . . . . . . . . . . . . . . . . . . 162 date setting . . . . . . . . . . . . . . . . . . . . . 151
390008807 / 19 (2016-04) Page 613

printed 01.04.16
Index Operating Instructions
DEADMAN . . . . . . . . . . . . . . . 495, 496, 497 Helicopter/Ship Controlled Approach . . . . 356

Depth Field . . . . . . . . . . . . . . . . . . . . . . 185 Hidden Sidebar . . . . . . . . . . . . . . . . . . . 205
dialogues . . . . . . . . . . . . . . . . . . . . . . . . 64
I
differential . . . . . . . . . . . . . . . . . . . . . . 173
Display All . . . . . . . . . . . . . . . . . . . . . . 212 Initial waypoint . . . . . . . . . . . . . . . . . . . 366
Display Base . . . . . . . . . . . . . . . . . . . . . 212 Integrity Marking of Sensors . . . . . . . . . . 165
Display Charts . . . . . . . . . . . . . . . . . . . . 536 K
Display Functions and Tools Expander . . . 105
Known Bearing and Range . . . . . . . . . . . 342
Display of Targets . . . . . . . . . . . . . . . . . 186
Display of the Route . . . . . . . . . . . . . . . 363 L
Display Primary . . . . . . . . . . . . . . . . . . . 212 Latitude-Dependent Errors of EBL . . . . . . 314
Display Sidebar . . . . . . . . . . . . . . . .148, 155 left mouse button . . . . . . . . . . . . . . . . . . 54
Display Standard . . . . . . . . . . . . . . . . . . 212 legs . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
DO key . . . . . . . . . . . . . . . . . . . . . . . . . . 53 light conditions . . . . . . . . . . . . . . . . . . . . 56
double arrow . . . . . . . . . . . . . . . . . . . . . 69 Limits for CPA . . . . . . . . . . . . . . . . . . . . 125
double-click . . . . . . . . . . . . . . . . . . . . . . 54 Limits for TCPA . . . . . . . . . . . . . . . . . . . 125
Draft Settings . . . . . . . . . . . . . . . . . . . . 131 Lines of Position . . . . . . . . . . . 341, 346, 351
Drop Position Fix . . . . . . . . . . . . . . . . . . 345 Local Datum . . . . . . . . . . . . . . . . . . . . . 223
dropdown menu . . . . . . . . . . . . . . . . 65, 66 Loss of Targets . . . . . . . . . . . . . . . . . . . 236
E M
ECDIS Alerts . . . . . . . . . . . . . . . . . . . .. 378 M (Machinery alarms) . . . . . . . . . . . . . . 492
ECDIS Chart1 . . . . . . . . . . . . . . . . . . .. 208 main page . . . . . . . . . . . . . . . . . . . . . . . . 55
ECDIS Planning Mode . . . . . . . . . . . . .. 202 Man-over-Board . . . . . . . . . . . . . . . . 37, 312
edit window . . . . . . . . . . . . . . . . . . . .. . 64 Manual DR . . . . . . . . . . . . . . . . . . . . . . 174
edition number . . . . . . . . . . . . . . . . . .. 184 Maximum number of targets . . . . . . . . . . 237
Electronic Bearing Lines . . . . . . . . . . . .. 314 Menu Bar . . . . . . . . . . . . . . . . . . . . . . . 148
Emergency Low Visibility Approach . . . .. 356 menu bar . . . . . . . . . . . . . . . . . .57, 60, 195
ENC Update Editor . . . . . . . . . . . . . . .. 539 mouse pointer . . . . . . . . . . . . . . . . . . . . . 69
Events and Text . . . . . . . . . . . . . . . . .. 328 mouse, scroll wheel . . . . . . . . . . . . . . . . . 54
F move (pointer) . . . . . . . . . . . . . . . . . . . . 69
field group . . . . . .. . . . .. . . . .. . . . 65, 66 N
fields . . . . . . . . . .. . . . .. . . . .. . . . . . . 66 Navigate . . . . . . . . . . . . . .. . . . .. . . . . 186
flying course . . . . .. . . . .. . . . .. . . . . . 358 Navigation Sidebar . . . . . . .. . . . .. 148, 155
Full Screen . . . . . .. . . . .. . . . .. . . . . . . 60 newest alarm . . . . . . . . . .. . . . .. . . . . 121
Full Screen Mode . .. . . . .. . . . .. . . . . . 205 non-permanent area . . . . .. . . . .. . . 57, 59
Fusion . . . . . . . . .. . . . .. . . . .. . . . . . 186 north up RM . . . . . . . . . . .. . . . .. . . . . 163
G North-Up . . . . . . . . . . . . .. . . . .. . . . . 157
Ground / Water Stabilisation . . . . . . . . . 179 O
GUI controls . . . . . . . . . . . . . . . . . . . . . . 65 Obstruction ahead indication . . . . . . . . . . 123
gun site . . . . . . . . . . . . . . . . . . . . . . . . . 69 Orientation . . . . . . . . . . . . . . . . . . . . . . 157
H Own MARPOL Line . . . . . . . . . . . . . . . . . 326
Own Safety Line . . . . . . . . . . . . . . . . . . 326
head up RM . . . . . . . . . . . . . . . . . . . . . 163
Heading Control Mode . . . . . . . . . . . . . . 411 P
Heading Sensor . . . . . . . . . . . . . . . . . . . 167 pan . . . . . . . . . . . . . . . . . . . . . .65, 67, 266
Head-Up . . . . . . . . . . . . . . . . . . . . . . . . 157 Pan and Zoom Control . . . . . . . . . . . . . . 207
Page 614 390008807 / 19 (2016-04)

printed 01.04.16
Operating Instructions Index
panels Safety Contour . . . . . . . . . . . . . . . . . . . 364

Basic mode . . . . . . . . . . . . . . . .. . . 492 Safety Contour Alarm . . . . . . . . . . . . . . . 123
Parallel Index Lines . . . . . . . . . . . . .. . . 335 Safety Corridor . . . . . . . . . . . . . . . . . . . 364
Parameter Points . . . . . . . . . . . . . .. . . 395 Safety corridor . . . . . . . . . . . . . . . . . . . 363
permanent area . . . . . . . . . . . . . . .. 57, 58 Safety Depth . . . . . . . . . . . . . . . . . . . . . 364
Permits . . . . . . . . . . . . . . . . . . . . .. . . 531 safety notes, general . . . . . . . . . . . . . . . . 28
personnel, qualification . . . . . . . . . .. . . . 28 sailing routes . . . . . . . . . . . . . . . . . . . . 361
picture freeze . . . . . . . . . . . . . . . . .. . . 153 Scale dependent . . . . . . . . . . . . . . 127, 216
pivot point . . . . . . . . . . . . . . . . . . .. . . 356 Scheduling View of WP List . . . . . . . . . . . 368
Planning View of WP List . . . . . . . . .. . . 368 screen layout . . . . . . . . . . . . . . . . . 55, 148
Plot . . . . . . . . . . . . . . . . . . . . . . . .. . . 182 Screen Stabilisation . . . . . . . . . . . . . . . . 161
pointer . . . . . . . . . . . . . . . . . . . . . .. . . . 69 scroll wheel . . . . . . . . . . . . . . . . . . . . . . . 54
pointing hand (pointer) . . . . . . . . . .. . . . 69 scrollbar . . . . . . . . . . . . . . . . . . . . . . . . . 65
popup edit window . . . . . . . . . . . . .. . . . 64 Sensor Failure . . . . . . . . . . . . . . . . . . . . 140
Position Adjust . . . . . . . . . . . . . . . .. . . 176 Sensor Monitoring . . . . . . . . . . . . . . . . . 139
Position Offset . . . . . . . . . . . . . . . .. . . 176 Set Centre . . . . . . . . . . . . . . . . . . . . . . 161
Position Sensor . . . . . . . . . . . . . . . .. . . 173 Set Drift . . . . . . . . . . . . . . . . . . . . . . . . 172
Precision . . . . . . . . . . . . . . . . . . . .. . . 173 Set Estimated . . . . . . . . . . . . . . . . . . . . 174
Predefined Radius . . . . . . . . . . . . . .. . . 396 Set Lever . . . . . . . . . . . . . . . . . . . . . . . . 77
Predict . . . . . . . . . . . . . . . . . . . . . .. . . 183 Set RPM . . . . . . . . . . . . . . . . . . . . . . . . . 77
Primary Chart Information Set . . . . .. . . 214 Set Speed . . . . . . . . . . . . . . . . . . . . . . . . 77
Print out of Passage Plan . . . . . . . . .. . . 396 Show Schedule Box . . . . . . . . . . . . . . . . 385
Protecting a User Symbol . . . . . . . . .. . . 332 shutdown, of Workstation . . . . . . . . . . . . 30
push button . . . . . . . . . . . . . . . . . .. 65, 66 sidebar . . . . . . . . . . . . . . . . . . . . . . . . . . 57
non-permanent area . . . . . . . . . . . . . . 59
Q
permanent area . . . . . . . . . . . . . . . . . 58
qualification of personnel . . . . . . . . . . . . . 28 single click . . . . . . . . . . . . . . . . . . . . . . . 54
R Sleeping Targets . . . . . . . . . . . . . . . . . . 186
slider . . . . . . . . . . . . . . . . . . . . . . . . 65, 66
R (Reefer alarms) . . . . . . . . .. . . . .. . . 492
S-Mode . . . . . . . . . . . . . . . . . . . . . . 35, 107
Radar Overlay . . . . . . . . . . . .. . . . .. . . 222
Special Area alert . . . . . . . . . . . . . . . . . 123
radar, radiation . . . . . . . . . . .. . . . .. . . 245
Speed over Ground . . . . . . . . . . . . . . . . 168
radiation . . . . . . . . . . . . . . .. . . . .. . . 245
Speed Sensor . . . . . . . . . . . . . . . . . . . . 168
Range . . . . . . . . . . . . . . . . .. . . . .. . . 158
Speed through Water . . . . . . . . . . . . . . . 168
Raster Charts . . . . . . . . . . . .. . . . .. . . 219
spin box . . . . . . . . . . . . . . . . . . . . . . . . . 65
Real-time Update (C-Map) . . .. . . . .. . . 546
Split Window . . . . . . . . . . . . . . . . 61, 62, 206
Reference Position . . . . . . . .. . . . .. . . 160
startup, of Workstation . . . . . . . . . . . . . . 30
Repetition of Alarms . . . . . . .. . . . .. . . 397
Status Field . . . . . . . . . . . . . . . . . . . . . . 185
resize (pointer) . . . . . . . . . . .. . . . .. . . . 69
Stop Horn . . . . . . . . . . . . . . . . . . . 568, 569
right mouse button . . . . . . . .. . . . .. . . . 54
Structure of the Sidebar . . . . . . . . . . . . . 106
Rings . . . . . . . . . . . . . . . . . .. . . . .. . . 159
Switching on chart display . . . . . . . . . . . 184
Route Parameters . . . . . . . . .. . . . .. . . 394
System Route . . . . . . . . . . . . . . . . . . . . 380
Route Scheduling . . . . . . . . .. . . . .. . . 383
Route Settings . . . . . . . . . . .. . . . .. . . 131 T
S Table-based Editor for Lines and Areas . . 333
Target Activation . . . . . . . . . . . . . . . . . . 234
safety
Target enhancement . . . . . . . . . . . . . . . 261
radiation . . . . . . . . . . . . . . . . . . . . . 245
Target Fusion . . . . . . . . . . . . . . . . 131, 232
turning devices . . . . . . . . . . . . . . . . 246
390008807 / 19 (2016-04) Page 615

printed 01.04.16
Index Operating Instructions
target list . . . . . . . . . . . . . . . . . . . . . . . 237

Target Presentation . . . . . . . . . . . . . . . . 132
Target Selection . . . . . . . . . . . . . . . . . . 233
text edit cross hair . . . . . . . . . . . . . . . . . 69
time setting . . . . . . . . . . . . . . . . . . . . . 151
title bar . . . . . . . . . . . . . . . . . . . 56, 57, 149
Track Control Mode . . . . . . . . . . . . . . . . 411
Track Limit . . . . . . . . . . . . . . . . . . . . . . 364
Track Monitoring . . . . . . . . . . . . . . .376, 382
trackball pointer . . . . . . . . . . . . . . . . . . . 69
Transferred Base Line . . . . . . . . . . .344, 348
Trial Maneuver . . . . . . . . . . . . . . . . . . . 187
True Motion . . . . . . . . . . . . . . . . . . . . . 161
true motion . . . . . . . . . . . . . . . . . . . . . 162
True Motion Settings . . . . . . . . . . . . . . . 134
True/Relative Motion . . . . . . . . . . . . . . . 161
turning devices . . . . . . . . . . . . . . . . . . . 246
types of clicks . . . . . . . . . . . . . . . . . . . . . 54
typographical conventions . . . . . . . . . . . . 25
U
UI controls . . . . . . . . . . . . . . . . . . . . . . . 65
Unhide sidebar . . . . . . . . . . . . . . . . . . . . 60
Update of Charts . . . . . . . . . . . . . . . . . . 534
User symbols . . . . . . . . . . . . . . . . . . . . 319
User’s Feature . . . . . . . . . . . . . . . . . . . . 324
User’s Feature Line . . . . . . . . . . . . . . . . 326
UTM Data Entry . . . . . . . . . . . . . . . . . . 322
V
Variable Range Markers . . . . . . . . . . . . . 315
Variable Waypoint List . . . . . . . . . . . . . . 369
Vector . . . . . . . . . . . . . . . . . . . . . . . . . 180
W
waiting (pointer) . . . . . . . . . . . . . . . . . . . 69
Waypoint List . . . . . . . . . . . . . . . . . . . . 368
waypoints . . . . . . . . . . . . . . . . . . . . . . . 361
Wheel Over Point . . . . . . . . . . . . . . . . . 362
Z
zoom . . . . . . . . . . . . . . . . . . . . . 65, 67, 266
Zoom Control . . . . . . . . . . . . . . . . . . . . 207
Page 616 390008807 / 19 (2016-04)

printed 01.04.16
Operating Instructions Abbreviations
Abbreviations
A
ADO . . . . . . . . Azipod Dynamic Optimizer
ARCS . . . . . . . . Admiralty Raster Chart Service
B
BCR . . . . . . . . . Bow Crossing Range
BCT . . . . . . . . . Bow Crossing Time
BIOS . . . . . . . . Basic Input/Output System
C
CCRS . . . . . . . . Consistent Common Reference System
CPA . . . . . . . . . Closest Point of Approach
CTW . . . . . . . . Course Through Water
D
DPU . . . . . . . . . Data Processing Unit
DR . . . . . . . . . Dead Reckoning
E
EBL . . . . . . . . . Electronic Bearing Line
ECDIS . . . . . . . Electronic Chart Information System
ETA . . . . . . . . . Estimated Time of Arrival
G
GPS . . . . . . . . . Global Positioning System
H
HCS . . . . . . . . . Heading Control Mode
HDG . . . . . . . . Heading
I
IEC . . . . . . . . . International Electrotechnical Commission
IHO . . . . . . . . . International Hydrographic Organisation
IHO . . . . . . . . . International Hydrographic Organization
ISO . . . . . . . . . International Standardisation Organisation
L
LAT . . . . . . . . . Geographical Latitude (from 0 to 90 degree North or South)
LED . . . . . . . . . Light Emitting Diode
LON . . . . . . . . . Geographical Longitude (from 0 to 180 degree East or West)
LOP . . . . . . . . . Lines of Position
M
MFD . . . . . . . . Multi-Function-Display (workstation)
MOB . . . . . . . . Man-over-Board
N
NMEA . . . . . . . National Marine Electronics Association
390008807 / 19 (2016-04) Page 617

printed 01.04.16
Abbreviations Operating Instructions
P
PI . . . . . . . . . . Parallel Index Lines
PPI . . . . . . . . . Plan Position Indicator
PRT . . . . . . . . . Port Side
R
REF TGT . . .. . Reference Target
REL . . . . . . .. . Relative Bearing
RM . . . . . . .. . Relative Motion
ROT . . . . . . .. . Rate of Turn
S
SAR . . . . . . . . . Search and Rescue ,
SDME . . . . . . . . Speed and Distance Measuring Equipment
SOG . . . . . . . . . Speed Over Ground
STB . . . . . . . . . Starboard
STW . . . . . . . . Speed Through Water
T
T ... .. . . . .. . True Bearing
TCPA .. . . . .. . Time to Closest Point of Approach
TCS . .. . . . .. . Track Control Mode
TFT . .. . . . .. . Thin Film Transistor, a kind of Monitor
TTM . .. . . . .. . True Target Message
U
UI . . . . . . . . . . User Interface
UID . . . . . . . . . User Identification
UTC . . . . . . . . . Coordinated Universal Time
UTM . . . . . . . . Universal Transverse Mercator
V
VRM . . . . . . . . Variable Range Marker
W
WGS 84 . . . . . . World Geographic System 1984
WP . . . . . . . . . Waypoint
Z
ZDA . . . . . . . . . Central Date and Time Telegram
Page 618 390008807 / 19 (2016-04)

printed 01.04.16
NACOS Platinum Navigation LISTS and INDEXES
Operating Instructions Document History
Document History
Revision Author Changed Part Changes

09 (2013-07) Ehrke All For SW version 1.0.14:
Generation of complete update including anchor

monitoring, user symbol input with UTM, old
and new WP list format, ENC S-63 1.1 certifi-
cates, system printer, and remote dimming
10 (2014-02) Ehrke For SW version 1.0.15:
(text in American English now)
GENERAL FUNC- Chapter 3.1.1 updated with head stab mode

TIONS Chapter 3.5 updated with selection Navigate for
AIS sleeping targets
Chapter 3.6 updated with list for 3 simulated
critical targets
DISPLAY FUNC- Chapter 3.6 updated how to delete MOB

TIONS & TOOLS Chapter 5.4 AIS low power updated
Chapter 5.5 new classes of hazardous goods
Chapter 6.3 with AIS SAR symbols added
Chapter 8.5 updated with user symbol groups
RADAR FUNC- Chapter 4.6 updated with note about STC

TIONS setting if RADAR 1000/1100 transceiver is
connected to Platinum
Chapter 4.7 updated with slider for rain clutter
filter
ROUTE PLAN- Chapter 3.2 & 3.3 about Time Schedule Monitor
NING AND MON added
AIS, NAVTEX, Chapter 2.1 updated with AIS status check and
Printer, other NAVTEX alarm handling
DATA MAINTE- CHART MAINTENANCE is now DATA MAINTE-

NANCE NANCE,
Chapter 2.7 about remote update added
11 (2014-05) Ehrke For SW version 1.1:
ALARMS, Complete update according to new IEC 62388

WARNINGS, ... Ed2
All Alert symbols updated acc. to IEC 62388 Ed.2
RADAR FUNC- Chapter 2 with weblink reference extended,

TIONS Chapter 11 about HSC added
12 (2014-07) Ehrke ALL Small changes resulting from initial delivery of
SW 1.1
DATA MAINTE-
NANCE C-Map ENC added
390008807 / 19 (2016-04) Page 619

printed 01.04.16
LISTS and INDEXES NACOS Platinum Navigation
Document History Operating Instructions
Revision Author Changed Part Changes

13 (2014-10) Ehrke ALL For SW version 2.0:
Update of screenshots and operating,
DISPLAY FUNCTIONS AND TOOLS is now
divided into SETTINGS and NAVIGATION TOOLS
14 (2015-01) Ehrke SYS DESCR SYS DESCR for INS functions added
AIS, VDR, Chapter about VDR added

NAVTEX...
15 (2015-06) Ehrke ALARMS... List of Alarms updated with INS related alarms
16 (2015-08) Ehrke All Company logo and name changed, now Wärt-
silä, document number changed, separate
number for SW 2.0, ED... number skipped
ALARMS, Alert list now in table format, description of

WARNINGS, various TP/SP alerts updated
AND CAUTIONS
17 (2016-01) Ehrke RADAR FUNC- Recommended settings for sea clutter and
TIONS enhance filter updated
TARGET Number of sleeping targets updated 200 -> 240

HANDLING
CHART FUNC- Description of category groups and advanced

TIONS chart settings for IEC 61174 Ed.4 updated
18 (2016-02) Ehrke For SW version 2.1:
NAVIGATION Optional HELO function added, Rulers added
TOOLS
SETTINGS Default or S-mode settings shifted from QUICK

START to SETTINGS and extended for ECDIS
IEC 61174 Ed.4, now 70 parameters are set by
default
CHART FUNC- Update for new IEC 61174 added, Description of

TIONS status line in raster charts updated
CONNING Chapter 2.1 updated with more details about

drift angle calculation
19 (2016-04) Ehrke SYS DESCR Chapter 10 with approved system layouts added
SETTINGS Chapter 2.3 updated, dangerous target alarm is

ON in S-mode
ROUTE MONI- Chapter 2.3 with settings for ECDIS hazards

TORING added
Page 620 390008807 / 19 (2016-04)

printed 01.04.16

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Operating Instructions

NACOS Platinum Navigation

Combining the following applications:

RADARPILOT (with transceiver NG 3050 / NG 3051)

Revision: 19 (2016-04) Order No.: 390008807

Radio-frequency radiation exposure information:

© Wärtsilä SAM Electronics GmbH

Wärtsilä SAM Electronics GmbH

QUICK START GUIDE

390008807 / 19 (2016-04) Page 3

2.4.4 DO and MORE Key of Mouse or Trackball . . . . . . . . . . . . . . . . . . . . . . . . 54

Page 4 390008807 / 19 (2016-04)

7.10 Case 8 - Power Failed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

390008807 / 19 (2016-04) Page 5

3.4 Target Fusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119

Page 6 390008807 / 19 (2016-04)

4.1.1 Orientation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157

390008807 / 19 (2016-04) Page 7

1.2 Cursor Pick and Context Menus . . . . . . . .......... . . . . . . . . . . . . . . . 203

Page 8 390008807 / 19 (2016-04)

6 Automatic Target Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234

390008807 / 19 (2016-04) Page 9

6.3 Context Menus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268

Page 10 390008807 / 19 (2016-04)

13.10.1 RADAR Setting for SART Detection (X-Band only) . . . . . . . . . . . . . . . . . 306

390008807 / 19 (2016-04) Page 11

ROUTE PLANNING AND MONITORING

Page 12 390008807 / 19 (2016-04)

2.4 Additional Settings for Track Monitoring ... . . . . . . ..... . . . . . . . . . . . . 379

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1.4 The TRACKPILOT Expander . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414

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7.2 Influence of Drift for all Modes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 451

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4 Useful Information about the SPEEDPILOT . . . . . . . . . . . . . . . . . .485

BRIDGE NAVIGATIONAL WATCH ALARM

AIS, NAVTEX, VDR Printer, and other

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3.2 Acknowledge an Alarm from NAVTEX Receiver . . . . . . . . . . . . . . . . . . . . . 521

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ALARMS, WARNINGS, AND CAUTIONS

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4 Target Alerts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 584

LISTS AND INDEXES

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1 About these Operating Instructions

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1.1 Aim, Scope and Validity of these Operating Instructions

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1.2 Structure of the Operating Instructions

1.3 How to Scroll through this Document

1.4 Typographical Conventions

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[KEY NAME] This convention is used to refer to a key an an onscreen keyboard or a

Main > Sub-menu This is an abbreviated way for:

☞ This symbol indicates a hint.

<variable> Describes a text string of variable length and contents. Example:

DD-MMM-YYYY The date in international format which is used in the system.

:lUWVLOl6$0(OHFWURQLFV*PE+ %HKULQJVWUDVVH '+DPEXUJ ZZZVDPHOHFWURQLFVGH

Orientation: 6HOHFW+HDG6WDE+HDG8S1RUWK8S&RXUVH8S 3RVLWLRQVHQVRUFDQEHVHWWR$8727KHEHVWDYDLODEOHVHQVRULVFKRVHQDXWRPD &OLFNRQWRSOLQHRIUDGDUJURXSVHOHFWDWUDQVFHLYHU7;IURPWKHOLVWWKHFKRVHQ7;DQG

:lUWVLOl6$0(OHFWURQLFV*PE+ %HKULQJVWUDVVH '+DPEXUJ ZZZVDPHOHFWURQLFVGH