NT990G Inst - Tech Manual

NAVITRON SYSTEMS LTD
NT990G AUTOPILOT
INSTALLATION AND
TECHNICAL MANUAL
Osborn House
25e Brockhampton Lane
Havant, Hants, U.K. PO9 1JT
Registered in England No. 2607869
Tel: (023) 9249 8740

FAX: (023) 9249 8783
Int. Code: +44 23
Email: [email protected]
0409 / 7
NAVITRON SYSTEMS LTD
NT990G AUTOPILOT INSTALLATION & TECHNICAL MANUAL
- Contents -
Part 1 – Installation Manual
General: Basic System Configuration and Outline Specification.
Installation Sections
Section 1: Standard Unit Dimensions and Installation.
Section 2: Standard Unit Cables and Connections.
Section 3: Installation Adjustments and Alongside Trials.
Section 4: Optional Equipment Installation

(Power steer controls etc.)
Part 2 – Technical Sections
Section TM1: Basic system component data.
Section TM2: Failure alarms and messages.
Section TM3: Application Notes.
Section TM4: Autopilot Control Unit Power Distribution.
Section TM5: The Diagnostic Utility.
Section TM6: Main P.C.Board layout and schematics.
Section TM7: Connector and groundplane P.C.Board layout and

schematics.
PART 1 - NT990G AUTOPILOT INSTALLATION MANUAL
General: -
All Navitron Autopilot systems are designed and developed by Navitron

Systems Ltd. to meet the rigorous and diverse demands of commercial
applications from coastal workboats through trawlers and off shore support
craft to ocean going gyro based vessels of several thousand gross
registered tonnes.
Accordingly, all models in the NT920/921/925/990 range are equipped with

full PID intelligence, which enables them to monitor and respond to
straightforward control settings to provide optimum steering performance
in all operating conditions.
In addition to the PID intelligence inherent in the NT990G control

electronics, the potential diversity of steering systems types is also
accommodated by the inclusion of automatic and manual installation
adjustments which easily enable Autopilot demands to be matched to
individual steering system characteristics.
These calibration parameters are externally programmable during

installation via a purpose designed set up mode thus no internal Control
Unit adjustments are required when installing the NT990G.
Further standard features of the NT990G Autopilot systems include: -
(i) Up to 4 simultaneous heading inputs.

(ii) Auto/Manual Deviation Correction.
(iii) Built in RadioNav (GPS) interface for waypoint steering.
(iv) Automatic rudder speed stability compensation.
(v) NMEA, Step by step + Furuno format heading data outputs for
radar and track plotter interfacing etc.
Designed to operate from a supply voltage of 11-40Vdc the standard

NT990G Autopilot requires the availability of a good quality externally
gymballed magnetic card compass and/or 10Hz NMEA heading data
and/or 1:1 isolated synchro, electrically operated (11-40Vdc/5A max)
solenoid valves for steering system control and NMEA CTE data to service
the built in Radio Navigator Interface.
* * * * * * * * * * * *
NB: Whilst all efforts have been made to ensure the safety and
reliability of the NT921G/990G Autopilot range, it should be noted that
the installation of any such system, should never be permitted to
detract from the adequate provision of sound and continuous watch
keeping duties.
* * * * * * * * * * * *
FIG 1 - NT990G System Configuration

NT990G Autopilot Input/Output Specifications
Inputs: - Outputs: -
Supply Voltage Range 11-40Vdc NMEA 0183 (Isolated RS422)

Power Consumption 2.5W (@24Vdc) Selectable @
Update Rate
Illumination Max 8.1W (@24Vdc) 1Hz, 11Hz or 22Hz
Hz Mag Gyro
Mag Heading Input Ports HCHCC
Navitron Heading Sensor Coil type Sentence
HCHDG HEHDT
Coil mounted above/below HSC1 or types 1
APHCC AGHDT
Existing Mag Compass HSC2 (Mag/Gyro
APHDG
v
Resolution 0.25° HCHDM HEHDT
Update Rate) 11
NMEA 0183 Heading XX HDM HCHDG ADHDT
Sentence from Electronic XX HDG 22 HCHDM HEHDT
Compass (Priority as XX HCC Resolution 0.1°
shown) XX HDT
Resolution 0.1° Furuno Format
Selectable @
Update Rate
5Hz or 40Hz
Gyro Heading Input Ports Selectable @
Isolated 1:1 Synchro 400Hz Excitation Resolution
0.166° or 0.1°
available in Gyro from Autopilot Selectable @
Resolution 0.25° Signal Amplitude
5Vdc or 12Vdc
XX HDT
NMEA 0183 Heading
XX HDM
Sentence from Gyro
XX HDG Step by Step
(Priority as shown)
XX HCC Selectable @
Steps per Degree
Resolution 0.1° 3, 6,12 or 24
Signal Amplitude 5Vdc
Follow Up Rate (Minimum)
All Heading Input types 30° / Sec Navitron Serial Data
To Navitron Digital Repeaters Etc
Cross Track Error Signal Input (GPS etc)
XX APA Solenoid Switching
NMEA 0183 XX APB Selectable
Sentence types XX RMB Polarity
Common +VE/-VE
XX XTE Max Rating 5A @ 40Vdc
NMEA 0180 (CTE only)
Operating
-20 to +60 °C
Temperature Range
Section 1: Standard unit dimensions & Installation.
1.1 The NT990G Control Unit.
1.2 The Heading Sensor Coil type HSC2.

(Retrofit applications only).
1.4 The Compass Junction Box.
1.5 The Rudder Reference Unit.
Installation Note – Radio frequency Interference (RFI).
The NT990G Autopilot system exhibits high levels of RFI rejection and
minimal levels of radiated interference by virtue of careful decoupling,
suppression and screening measures exercised as a standard Navitron
Systems design function and is fully compliant with the statutory
requirements of EN60945 (IEC945).
However, any potential risk of cross coupling should be minimised where

possible by ensuring that Autopilot components and associated cable
routing is afforded the greatest separation possible from high power
transmitters, couplers and other RF carrying cables.
1.1 The NT990G Control Unit Installation (FIG 1.1).

Compass Safe Distance – 0.6m
The Control Unit is not suitable for external location and should be
installed in an enclosed bridge or wheelhouse at, or close to, the main
steering position and commensurate with clear field of operator vision.
The unit may be panel or foot mounted as required with allowance made
for cable access to the cable entry glands at the rear of the unit.
Outline dimensions and mounting details are shown in FIG 1.1.

279
FIG 1.1 – NT990G Control Unit Outline

Dimensions & Mounting Details.
Navitron Heading Sensor Coil type HSC2 contains encapsulated electronic

components requiring 6 connections and is factory fitted with a 1.5 metre
length of 6-core cable accordingly.
Earlier Navitron Sensor coils (type HSC1) are 5 core devices, which are
nevertheless compatible with the NT990G and are dealt with in section 1.3
The Heading Sensor Coil (HSC2) should be mounted above or below a

reasonable quality externally gymballed magnetic compass such that it can
interact with the massive magnets normally associated with a compass of
this type.
NB: INTERNALLY GYMBALLED COMPASSES ARE NOT SUITABLE

FOR HEADING SENSOR COIL MOUNTING.
The HSC2 should be centrally located above or below the pivot point of the
compass card as accurately as possible. Any eccentricity will introduce
errors.
A mounting bracket in non-magnetic material should be employed and the

HSC2 should be mounted to this with the cable entry as shown in FIG 1.2
Typically, the HSC2 may be mounted close to the glass or the base (as
appropriate) of the compass. However, the distance between the HSC2
and the compass magnet will affect the signal strength from the sensor.
Later calibration may determine that a non-magnetic spacer must be

introduced between the HSC2 and its mounting bracket to increase the
distance between the HSC2 and the compass magnet.
SYNCHRO CLAMPS
FORE EQUALLY SPACED
ON 85.5mm PCD
MOUNTING SLOTS
72mm CENTRES
o o
45 45
CENTRE MOUNTING HOLE
HOLE 8mm DIA
(USE NON-MAGNETIC
30o
STUD OR BOLT)
CABLE
ENTRY 2.5mm
65mm
68mm 15
79mm 20
FIG 1.2 HSC2 Mounting Details.

1.3 Heading Sensor Coil type HSC1 Installation (FIG. 1.3).

(Retrofit applications only).
The older type HSC1 (5-core) Heading Sensor Coil may be used with the
NT990G in retrofit applications and should be mounted above or below a
reasonable quality externally gymballed magnetic compass such that it can
interact with the massive magnets normally associated with a compass of
this type.
NB: INTERNALLY GYMBALLED COMPASSES ARE NOT SUITABLE

FOR HEADING SENSOR COIL MOUNTING.
The HSC should be centrally located above or below the pivot point of the
compass card as accurately as possible. Any eccentricity will introduce
errors.
A mounting bracket in non-magnetic material should be employed and the

HSC should be mounted to this with the cable entry facing aft.
Typically, the HSC may be mounted close to the glass or the base (as
appropriate) of the compass. However, the distance between the HSC and
the compass magnet will affect the signal strength from the sensor.
Later calibration may determine that a non-magnetic spacer must be

introduced between the HSC and its mounting bracket to increase the
distance between the HSC and the compass magnet.
SYNCHRO CLAMPS
EQUALLY SPACED
AFT ON 75.5mm PCD
63mm 2mm
65mm
69mm 11
18
FIG 1.3 HSC1 Mounting Details.

5-Core Heading Sensor Coil type HSC1 Compass Junction Box

Connections. (Retrofit applications only).
When routing the Heading Sensor Cable from the magnetic compass
ensure that the compass is unrestricted in gymballing.
Heading
Control Unit Red Red Sensor Coil
Black Black
White White
Blue Blue
Green Green
(N°. 2 Cable)
FIG 1.3.1
Compass Junction Box connections when the Heading Sensor Coil is

mounted BELOW the magnetic compass.
Heading
Control Unit Red Red Sensor Coil
Black Black
White White
Green Blue
Blue Green
(N°. 2 Cable)
FIG 1.3.2

mounted ABOVE the magnetic compass.
1.4 Compass Junction Box Installation (FIG 1.4).
The junction box should be located and secured in the vicinity of the
magnetic compass and within the scope of the 1.5 metre cable length fitted
to the heading sensor coil. Whilst the box is splash proof it should be
mounted in an accessible but sheltered position.
Two screw fixing holes are provided in the base of the box and are
exposed when the lid is removed.
80
32 60
110 30
All dimensions in mm
FIG 1.4 Compass Junction Box Outline Dimensions.

(Connection details are shown in section 2.2)
1.5 Rudder Reference Unit Installation (FIG 1.5).
The Rudder Reference Unit should be located and secured in the steering
compartment, or tiller flat, such that the Reference Unit arm (X) may be
mechanically coupled to the Rudder arm (Y) to provide a linear angular
relationship between Rudder arm and Reference Unit arm movements
(see Figure 1.5.1).
165mm 145mm
35mm
100mm
150mm
8mm
8mm 75
165mm
130mm
7mm
25mm
M6
300mm
FIG 1.5 Rudder Reference Unit Outline Dimensions.
STBD RUDDER PORT
AFT
B A
X
Y
STBD
 
FIG 1.5.1 Rudder Reference Unit Installation.
N.B. The relative arm lengths of X and Y (the X: Y ratio) should be

nominally 1.5:1 and angles  between arms X and Y and the
connecting rod should be 90° when the rudder is amidships.
1.5 Rudder Reference Unit Installation (Continued)
When the rudder Reference Unit is finally bolted down, check the
following: -
(i) That the entire linkage configuration is backlash free and

unrestricted in its range of movement when the rudder is moved
from hard over Starboard to hard over Port and vice versa.
(ii) The direction of the Rudder Reference Unit arm when the rudder
moves to Starboard (i.e. Note direction A or B marked on the
Rudder Reference Unit).
Power Assisted Steering Systems.
Some power assisted steering systems employ a low power hydraulic

circuit and actuator (ram) to mechanically open and close secondary (high
power) circuit valves via a lever (arm) which produces follow up power
steering with mechanically coupled feedback (FIG 1.5.2 refers).
Due to the unavoidable time lag between movement of the primary

actuator and follow up movement of the rudder, systems of this type
(known as ‘hunting arm’ or ‘floating lever’ systems) require careful
consideration when installing the rudder reference unit otherwise
uncontrollable instability (rudder hunting) will result.
(i) If the Autopilot system is to control solenoid operated valves

which act in the main circuit to directly position the rudder, the
rudder reference unit must be mechanically coupled to the
rudder stock/tiller arm as shown in FIG 1.5.1 (i.e. standard
installation).
(ii) If the Autopilot system is to control solenoid operated valves in

the low power (primary) circuit, the rudder reference unit must
be coupled to the primary actuator as shown in FIG 1.5.2.
When the rudder reference unit is installed mechanically coupled to the

primary actuator, the length of the reference arm (X) must be calculated
relative to the stroke length of the primary actuator and the hard over rudder
angle as follows: -
100 x PS
Rudder Ref Unit Arm Length (X) mm =
RA
Where PS = Primary Actuator Stroke Length in mm

RA = Rudder Angle (Hard Over to Hard Over) in degrees.
FIG 1.5.2 - Rudder Reference Unit Installation

Coupled to a primary Actuator.
Section 2: Standard Unit Cables & Connections.
The ‘Standard Unit’ cables referred to in section 2 include provision for the
maximum of 4 steering heading reference inputs and GPS input for
waypoint steering. However, it should be noted that the Autopilot system
will function with a minimum of one heading input (Mag or Gyro) and
without GPS input if the RadioNav function is not required.
2.0 NT990G Cable Routing and Earth Bonding.
2A Auto/Manual Steering Mode Changeover.
2.1 NT990G Control Unit Services & Connections.
2.2 HSC2 Sensor Coil Connection to Compass Junction Box.
2.3 NMEA Heading Input Connections.
2.4 1:1 Synchro Input Connection from Gyro.
2.5 Rudder Reference Unit Connection.
2.6 Port & Starboard Solenoid Connections & Suppression.
2.7 NMEA 0180/0183 Input Connections from GPS/Plotter.
2.8 Optional NMEA 0183 Output Connections.
2.9 Optional Step-By-Step Output Connections.
2.10 Optional Furuno Format Output Connections.

2.0 Cable Routing and Earth Bonding.
When routing interconnecting cables, consideration should be given to the

remarks concerning Radio Frequency Interference (RFI) in section 1. For
this reason any potential risk of cross coupling should be minimised where
possible by ensuring that screened cables are employed throughout and
that cable routing is afforded the best separation possible from
transmitters, couplers and other RF associated cables.
Commensurate with the use of screened cables, an internal earth strap is

fitted within the NT990G Control Unit adjacent to the cable entry glands to
provide screen terminations for all cables entering.
In addition, an external 6mm dia earth stud is available at the rear of the
Control Unit case and must be connected to the Ships earth via a flat braid
or earth tape.
With he foregoing duly noted, all cables should be routed in accordance
with FIG. 2.0 as follows: -
N° 1 Cable 2 Core NMEA heading reference signal to Control Unit from

electronic compass (if applicable).
N° 2 Cable 6 Core heading signal to Control Unit from Compass

Junction Box.
N° 3 Cable See section 2A
N° 4 Cable 2 Core Solenoid power supply cable (rated 5A max) to

Control Unit from suitable isolator.
N° 5 Cable 6 Core feedback signal to Control Unit from Rudder

Reference Unit.
N° 6 Cable 2 Core cable (switch lines and return) to Control Unit from
solenoids.
N° 7 Cable 6 Core heading reference cable (1:1 Synchro) to Control Unit

from Gyro.
N° 8 Cable 2 Core NMEA heading reference signal to Control Unit from

Gyro.
N° 9 Cable 2 Core NMEA Cross Track Error signal to Control Unit From
GPS Receiver/Plotter
N° 10 Cable 2 Core electronics power supply (rated 2A) to Control Unit

from Suitable Isolator
FIG 2.0 NT990G Autopilot System Interconnecting Cables
Cable N° Cable Type Cable Size

1 2 Core Screened 0.22mm² 7 / 0.2mm
2A Auto / Manual Steering Mode Changeover.
Type Approved Heading Control (Autopilot) systems in accordance with

ISO 11674 and IMO A342 (1X) as amended by MSC 64/67 Annex 3 are
required to be installed in conjunction with a Changeover Switch (COS) to
permit rapid and straightforward changeover from Automatic to Manual
steering operation and vice versa.
The COS is not required to be an integrated part of the Autopilot system

but should be mounted in such a position that it is easily accessible to the
Officer of the Watch and will effect changeover from Auto to Manual (or
vice versa) within a period of 3 seconds.
Automatic to Manual changeover is required to be possible at any angle of

applied rudder and regardless of any fault condition arising in the Autopilot
system.
In addition, if the Autopilot system is already engaged (switched on) when

the COS is moved from Manual to Auto, the Autopilot is required to adopt
and steer the actual heading at the instant of changeover.
Auto / Manual
COS
Autopilot steering Manual steering
Control Control
Steering
System
N.B. In view of the diverse nature and complexity of steering system types
and the potential variation in changeover arrangements, it is unrealistic to
attempt the specification of a single switch configuration that would prove
compatible in all cases.
FIG 2A details a changeover configuration, which whilst fully compliant with

the type approval requirements referred to above might require expansion
to accommodate additional aspects of the manual (non Auto mode)
steering configuration.
FIG 2A – NT990G Auto/Manual Changeover Configuration.
NT990G
Control Unit
Cable N°6 Connections
Detailed in Section 2.6
Control Unit
Terminal N°s 8 34
(FIG 2.1) 0
Cable N°6
Cable N°3
Manual
Steering
Control
4 Pole
COS
Auto Manual
Common Port Stbd
Steering System Solenoids etc.
Cable Functions: -
N°3 The closed contact provided by the COS in the Manual mode
forces the Autopilot into Remote Standby such that the Course
Setter Card tracks Ships Head during Manual Steering.
N°6 Port and Stbd solenoid switchlines and common return are
isolated from the steering system in the Manual mode thus
manual control is unaffected by any Autopilot fault condition.
2.1 NT990G Control Unit Services and Connections (FIG 2.1).
Ten cable gland entries are located at the rear of the Control Unit case.
The terminal connectors within the NT990G Control Unit are accessed by
removal of 4 x M3 slotted screws, which are located on the Control Unit
bezel assembly. Once removed, the bezel assembly complete with PC
board may be carefully withdrawn from the Control Unit case, and finally
separated from the case, by disconnection of two ribbon connectors at the
junction with the case mounted connector printed circuit board.
With the bezel assembly stored safely to one side, two rows of terminals
will now be exposed on the PC board mounted in the bottom of the Control
Unit case. The terminals are plug and socket types, which can be
separated to permit simple screw terminal connection of cable prior to
reinsertion.
An internal strap with 5 earth studs is fitted adjacent to the cable gland
entries to accept the cable screens.
Connect the Control unit as follows: -
(i) Prepare all cable ends and screen terminations before entering
and tightening each cable in its appropriate gland. (This should
be done in sequence starting with N° 10 cable which will simplify
the tightening of the gland nuts).
(ii) Connect all cable cores in accordance with FIG 2.1 and all
screens to the closest earth strap stud avoiding excessive core
and screen lengths.
N.B. ALL CABLE SCREENS SHOULD BE AS SHORT AS POSSIBLE

AND MUST BE INSULATED.
(iii) Check all connections and ensure that all terminal blocks are
correctly and securely reinserted.
(iv) Re-engage the front panel assembly ribbons with the fixed
(case) PC board and return the entire front panel assembly to
the Control Unit case.
(v) Reinsert the 4 x M3 bezel retaining screws to secure the front

panel assembly to the case.
2.2 HSC2 Heading Sensor Coil Connections to Compass Junction Box.
All Connections to the Heading Sensor are factory fitted thus only the
Compass Junction Box connections are relevant (See FIG 2.2.1 or 2.2.2).
When routing the Heading Sensor Cable from the magnetic compass
ensure that the compass is unrestricted in gymballing.
Control Unit Red Red Heading

Black Black Sensor Coil
White White
Blue Blue
Green Green
(N°. 2 Cable)
Yellow Orange
FIG 2.2.1

mounted BELOW the magnetic compass.
Control Unit Red Red Heading

Sensor Coil
Black Black
White White
Green Blue
Blue Green
(N°. 2 Cable)
Yellow Orange
FIG 2.2.2
mounted ABOVE the magnetic compass.
2.3 NMEA Heading Input Connections.
Two NMEA 0183 Heading data input ports are available at the NT990G
main terminal block. Both inputs are opto isolated within the Autopilot
Control Unit thus no common mode problems will be experienced when
connecting to the data source (Mag or Gyro sender unit).
1K5
A
NMEA
0183
IN
B
Opto isolation stage in NT921G Control Unit
Standard NMEA, RS422 and RS232 sender configurations are directly

acceptable by the NT990G Control Unit when connected as follows: -
A
Sender A
NT990G
(Electronic Autopilot
NMEA / RS422
Compass or Control Unit
Gyro) B
B
N.B. Screen must not be connected at Autopilot.
Signal
Sender A
NT990G
(Electronic Autopilot
RS232
Compass or Control Unit
Gyro) Common
B
N.B. Screen must not be connected at Autopilot.

Magnetic NMEA 0183 Heading Input (Cable N° 1).
The NMEA sentences accepted and the priority in which they are accepted
(where more than one sentence type is transmitted by the sender) is as
follows: -
(i) XXHDM
A 1
(ii) XXHDG NT990G
(iii) XXHCC Cable N° 1 Terminal N°
(iv) XXHDT B 2
If both available magnetic heading inputs are used (NMEA and Heading
Sensor Coil) the Autopilot system can be programmed during installation
set up to assign priority to NMEA with Sensor Coil back up or vice versa.
Gyro NMEA 0183 Heading Input (Cable N° 8).
The NMEA sentences accepted and the priority in which they are accepted
(Where more than one sentence type is transmitted by the sender) is as
follows: -
(i) XXHDT A 32
(ii) XXHDM NT990G
(iii) XXHDG Cable N° 8 Terminal N°
(iv) XXHCC B 33
If both available Gyro Heading inputs are used (NMEA and 1:1 Synchro)
the Autopilot system can be programmed during installation set up to
assign priority to NMEA with 1:1 synchro back up or vice versa.
2.4 1:1 Synchro Heading Input from Gyro. (Cable N° 7).
The NT990G Control Unit is equipped with 400Hz excitation and decoding
circuitry for direct connection to an isolated synchro.
It is essential that the Gyro Synchro involved is confined to use by the

Autopilot system and that no connections other than those required by the
NT990G Control Unit are made to the synchro: -
27 S1
NT990G 28 S2
Terminal 29 S3
30 R1
N°s
31 R2
1:1 Synchro In Gyro
2.5 Rudder Reference Unit Connections (FIG 2.5).
There are two connection conditions for the Rudder Reference Unit. The
correct condition must be identified by reference to the direction of
movement of the Rudder Reference Unit arm when the Rudder moves to
Starboard.
Refer to FIG 1.5.1 and the following table to identify CONDITION 1 or

CONDITION 2
Rudder Reference Unit

Condition
Direction Arm Direction
A 1
Starboard
B 2
Connect the Rudder Reference Unit as follows: -
Remove the lid of the Rudder Reference Unit (4 x M6 bolts).
Prepare and enter N° 5 cable into the Rudder Reference Unit ensuring that
the cable is secured in the gland before connections are made to the
terminal block.
Connect in accordance with FIG 2.5.1 or 2.5.2 as appropriate (i.e.

CONDITION 1 or CONDITION 2).
Control Unit
7 Black
6
5 White
4 Yellow (N° 5 Cable)
3 Blue
2 Green
1 Red
FIG 2.5.1 Rudder Reference Unit Connections – CONDITION 1.

Control Unit
7 Yellow
6
5 White
4 Black (N° 5 Cable)
3 Red
2 Green
1 Blue
FIG 2.5.2 Rudder Reference Unit Connections – CONDITION 2.
Further adjustment may be required at the Rudder Reference Unit (Limit

switch adjustment) in accordance with Section 3.1
2.6 Port & Starboard Solenoid Connections and Suppression.

(Cable N°s 4 and 6)
The NT990G Control Unit is equipped to provide Positive or Negative

solenoid switch lines as required (See Figs 2.6.1 and 2.6.2).
In cases where the Port and Starboard solenoids are already connected to
Jog/Power steering systems, the switch line polarity may already be
defined.
Common solenoid polarity (-VE or +VE switch lines) depends on the

connection configuration of cable N°s 4 and 6 at the NT990G solenoid
terminal block (Terminal N°s 61-69) as follows: -
NT990G Solenoid Block NT990G Solenoid Block
61 62 63 64 65 66 67 68 69 61 62 63 64 65 66 67 68 69
+VE -VE -VE +VE

Fit Fit
Links Links
Grn/Yell Blue Brown Grn/Yell Blue Brown
Cable N°4 Cable N°4

(11-40Vdc (11-40Vdc
Solenoid Power Solenoid Power
Supply) Cable N° 6 Supply) Cable N° 6
Grn/Yell Grn/Yell
(+VE) Blue (-VE) Blue
(-VE) Brown (-VE) (+VE)Brown (+VE)
Port Stbd Port Stbd

Solenoid Solenoid Solenoid Solenoid
Common Positive Common Negative

(-VE Solenoid Switch lines) (+VE Solenoid Switch lines)
Fig 2.6.1. Fig 2.6.2.

Solenoid Suppression Components.
Solenoid suppression components are included within the Control Unit for
solenoids currents up to and including 2A.
Where the solenoid load current is greater than 2A, additional suppression
components are strongly recommended as tabulated below: -
Solenoid Current Diode Type Resistor Value

3A 1N5402 15 Ohm 4W Wire wound
Solenoid Suppression Schematic
- +
- D R + D R
+ -
Common Positive Common Negative
2.7 NMEA 0180/0183 Input Connections from GPS/Plotter.

(2 core screened cable required)
The NT990G Autopilot will accept Cross Track Error information from
proprietary Decca/Loran/GPS receivers etc. provided the latter are
equipped to transmit NMEA 0180 and/or NMEA 0183 data formats. Data
type recognised (0180 or 0183) is installation selectable within the
NT990G Autopilot during set up.
The data input (Cable N° 9) should be connected as shown in FIG 2.1

(terminals 39 & 40). The screen of cable 9 should NOT be connected in
the NT990G and should be cut back and insulated. The NMEA input port
used to accept Cross Track Error (CTE) is Opto isolated within the
Autopilot Control Unit thus no common mode problems will be experienced
when connecting to the data source.
The NT990G will accept Cross Track Error information in the following
NMEA 0183 sentences: - APA, APB, RMB and XTE.
2.8 Optional NMEA 0183 Output Connections (Terminal N° 36 & 37).

The NT990G Autopilot generates and outputs serial heading information

(for use by radars, track plotters etc.) conforming to the NMEA 0183
protocol.
N.B Autopilot software version V3.0 onwards transmits heading data in

accordance with NMEA Version 3.0 (1st July 2000), which includes
checksum. Earlier NT921G/990G software versions accord with NMEA
spec version 2.0 (1st January 1992) and excludes checksum.
Whilst the NMEA specification generally recommends a data repetition rate

of 1Hz, faster data repetition rates are often required for radar stabilisation
purposes etc. thus three installation selectable rates are available at 1Hz,
11Hz or 22Hz. The sentences generated are dependent on the repetition
rate selected as follows.
Heading Mode Sentences Generated

Selected 1Hz 11Hz 22Hz
$APHDG
$APHCC $HCHDG
Mag $HCHDM
$HCHDG $HCHDM
$HCHCC
$HEHDT $HEHDT
Gyro $HEHDT
$AGHDT $AGHDT
The NT990G NMEA data is transmitted via an isolated output thus

common mode problems are eradicated.
NMEA data received by the NT990G Autopilot (incoming NMEA 0183) is

not retransmitted.
RS422 COMPATIBLE OUTPUTS
The NMEA output facility is equipped to drive differential inputs at the

receiver via signal lines A and B which move between 0V and +5V levels
with respect to receiver common. It is essential therefore that 3 non-
grounded connections are made for RS 422 configurations as follows: -
37
A A
NT921G/990G 38 RS 422
SCR COMMON RECEIVER
AUTOPILOT
36
B B
NB. The screen (SCR) connection is connected to isolated 0V – NOT SHIPS EARTH.
RS232 COMPATIBLE OUTPUTS

Since the RS 232 receiver specifications calls for +/- 3V signal level
acceptance, the NT921G/990G may be connected (output level effectively
+/- 5V).
37
A A RS 232
NT921G/990G 36 RECEIVER
AUTOPILOT B COMMON
NO CONNECTION
SCR (ISOLATE SCREEN)
NB. In this configuration, the screen should NOT be connected at the receiver
but should be cut back and insulated.
STANDARD NMEA CONNECTIONS

37 STANDARD
A A
NMEA
NT921G/990G 36 RECEIVER
B B
AUTOPILOT
NO CONNECTION
SCR (ISOLATE SCREEN)
NB. In this configuration, the screen should NOT be connected at the receiver
but should be cut back and insulated.
2.9 Optional Step By Step Output Connections (terminal N° 56-59).

Low voltage (+5v) low current (470  Z Out) Step by step signals are
available from the NT990G Control Unit and are installation selectable
during set up to provide 3, 6, 12 or 24 steps per degree.
These outputs will normally be unsuitable for direct connection to external

loads and will require buffering with a Navitron Step Interface box or
similar.
(For Step Interface Box details refer to section 4.12)
2.10 Optional Furuno Format Output Connections (terminal N°s 48-50).

(4 core 2 x twisted pairs – screened cable required)
The NT990G Control Unit transmits heading data in Furuno format at

installation selectable update rates of 5Hz or 40Hz and resolution of 0.166
or 0.1 degree.
Update rate and resolution are programmable during set up.
The output signal is derived from an open collector (PNP), which provides
installation selectable amplitude of +5v or +12v.
Amplitude selection is available via link connection on the Control unit

connector P.C. Board and is the only installation adjustment requiring
Control Unit access.
Refer to FIG 2.1 (Furuno amplitude).

Section 3: Installation Adjustments and Alongside Trials.
3.1 Limit Switch Adjustments.
3.2 Autopilot and Solenoid Power Supply.
3.3 Rudder Reference Unit Phase Connections.
3.4 Set Up Mode Entry.
3.5 Cross Track Error Sentence Selection (0180/0183).
3.6 Heading Sensor Coil Type Selection (HSC1/HSC2).
3.7 Heading Sensor Signal Amplitude.
3.8 Mag Heading Display Alignment.
3.9 Mag Heading Priority Selection.
3.10 1:1 Gyro Signal Amplitude.
3.11 Gyro Heading Display Alignment.
3.12 Gyro Heading Priority Selection.
3.13 Midships Rudder Alignment.
3.14 Solenoid Phase Connections.
3.15 Rudder Indicator Calibration (Digital).
3.16 Rudder Indicator Calibration (Bar Graph).

Section 3: Installation Adjustments and Alongside Trials (Continued).
3.17 Solenoid Enable/Disable.
3.18 Electronic Limit Switch Enable/Disable.
3.19 Electronic Limit Switch Calibration (Port).
3.20 Electronic Limit Switch Calibration (Stbd).
3.21 Rudder Positioning Sensitivity.
3.22 Automatic Stability.
3.23 Lost Motion Compensation.
3.24 Step by Step Output Ratios.
3.25 Remote Station Alarm Enable/Disable.
3.26 NMEA 0183 Heading Output Rate.
3.27 Alarm Cancel Timeout Period.
3.28 Furuno Output Data Resolution.
3.29 Furuno Output Data Rate.
3.30 Off Course Alarm Timeout Period.
3.31 Off Heading Alarm Mode Select (Independent or Standard).
3.31A Heading Selector Timeout Period.
3.32 Exit Set Up Mode.
3.33 Reset to Factory Defaults.

3.1 Limit Switch Adjustment.

In addition to the mechanically operated normally closed limit switches
housed within the Rudder Reference Unit ‘electronic limit switch’ facilities
are installation programmable via the NT990G Control Unit Set up mode.
Where practicable, it is recommended that the mechanical switches are
employed and adjusted accordingly as simple failsafe devices.
If both limit switch methods (mechanical and electronic) are to be used, the
electronic limits should be programmed to operate earlier than the
mechanical ‘break’ point.
Where ONLY the electronic limits are to be employed, the mechanical
switches must be adjusted and locked to ensure that they do not interfere
and inadvertently arrest the rudder early.
Alternatively, the mechanical limit switches can be isolated from the
system by linking terminals 21 to 22 to 23 at the Control Unit terminal block
(FIG 2.1)
The mechanical switches are located in the Rudder Reference Unit.
Standard Reference Units are equipped with two limit switches (Port &
Starboard) whilst certain optional units are fitted with dual channel
switches (i.e. four switches).
(i) Remove the lid of the Rudder Reference Unit (4 x M6

Bolts).
(ii) Refer to FIG 3.1 and identify the upper and lower limit
switches and their respective cams.
(iii) Move the Rudder hard to Starboard noting the direction in

which the Rudder Reference Unit arm moves (A or B) as
indicated on the Ref. Unit base casting.
(iv) Bring the Rudder back slightly from the Starboard

extreme to the point at which the limit is required to be
set.
(v) Adjust and lock the appropriate cam (M3 socket set
screw) such that its associated limit switch is depressed.
(An audible click will signal when the switch is depressed
and rendered open circuit).
N.B. Rudder Ref. Unit Arm Direction A – Adjust Upper Cam.
Rudder Ref. Unit Arm Direction B – Adjust Lower Cam.
(v) Repeat the foregoing to set the Port limit switch (upper or
lower cam in accordance with Rudder Reference Unit
Arm direction A or B respectively).
Upper Cam
Limit Switches M3 Socket Set Screw
Lower Cam
B A
FIG 3.1 Rudder Reference Unit Limit Switch Cam Adjustment
(vii) Manually move the Rudder hard over to Port & Starboard
and check that the appropriate Limit Switches are
operated at the desired point before the Rudder reaches
its mechanical extremes.
(viii) Replace and secure the Rudder Reference Unit lid.
3.2 Autopilot and Solenoid Power Supply.
(i) Connect the Autopilot electronics power supply cable

(Cable N° 10 / FIG 2.0) to the designated Isolator.
(ii) Connect the Solenoid power supply cable (Cable N° 4 /

FIG 2.0) to the designated isolator.
DO NOT SWITCH ISOLATOR ON.
(iii) Set the Autopilot controls as follows: -
RUDDER N°1 (Fully Anticlockwise)

YAW N°1 (Fully Anticlockwise)
COUNTER N°1 (Fully Anticlockwise)
RUDDER LIMIT Off (Fully clockwise)
MAG/GYRO MAG
OFF HEADING ALARM 30° (Fully clockwise)
MODE Switch Off (Fully Anticlockwise)
(iv) Switch Autopilot Electronics Isolator On.

3.3 Feedback Phase Connections.
(i) Set the Autopilot switch to ‘STANDBY’ and wait approximately

10 seconds for the NT990G to complete its self-test.
(Self-test message will be replaced by normal heading display)
(ii) Manually move the Rudder Port and Stbd of midships and check
that the NT990G Rudder Indicator display responds to Port and
Stbd accordingly.
N.B. If the Rudder Indicator responds in the opposite sense (i.e.

Rudder to Stbd displays Port and vice versa) The Rudder Reference
Unit connections are suspect. (Refer to Section 2.5 conditions 1 and
2)
IF CORRECTION IS REQUIRED, SWITCH THE AUTOPILOT OFF

BEFORE ALTERING THE CONNECTIONS.
3.4 Set Up Mode.
With the exception of the optional Furuno output amplitude (link selectable
5v or 12v shown on FIG 2.1) all installation parameters are programmable
from the NT990G Control Unit panel via the Set up mode.
The Set up mode is entered as follows: -
(i) Set the Autopilot switch to ‘STANDBY’ and wait approximately

10 seconds for the NT990G to complete its self-test.
(Self-test message will be replaced by normal heading display)
(ii) Simultaneously press and hold TEST (ALARMS) and

CANCEL (ALARMS) keys for approx 5 seconds until confirmed
by an audible bleep and ‘SET UP’ message in the Heading
indicator display.
There are potentially 35 parameters that can be altered in

SET UP mode.
To Step forwards or backwards to each parameter in turn: -
Step forwards - press TEST key

Step backwards - press CANCEL key
To adjust the value of the parameter display: -
Increase value - press SET (TRIM) key

Decrease value - press ZERO (TRIM) key
3.5 NMEA 0180/0183 Cross Track Error Input format.
The first 2 parameters in the set up table are associated with RadioNav Hi
and Lo settings. These can be optimised during sea trials and are dealt
with in the NT990G OPERATING MANUAL.
(i) Press TEST to display HI:XX (HI:08 is factory default setting).
(ii) Press TEST to display LO:XX (LO:05 is factory default setting).
(iii) Press TEST to display 0180 or 0183 (0183 is factory default

setting).
Use the SET or ZERO keys to display 0180 if appropriate.
(iv) Press TEST to display the 4th Parameter CA:XX (CA:10 is

factory default setting and is dealt with during sea trials in
the NT990G OPERATING MANUAL.
3.6 Heading Sensor Coil Type Selection (HSC1 or HSC2).
Parameters 5, 6 and 7 are optimised during sea trials and are dealt with in
the NT990G OPERATING MANUAL.
(i) Press TEST to display LOOP GAIN X.XX (1.5° rudder per
degree course error is factory default setting).
(ii) Press TEST to display APH SECS XX (300 is factory default

setting).
(iii) Press TEST to display APH TRIP XX (64° is factory default

setting).
(iv) Press TEST to display HSCX (HSC2 is factory default setting).
Use the SET or ZERO keys to display HSC1 if appropriate (Refer to

Sections 1.2 and 1.3 if doubt exists on Sensor Coil type).
3.7 Heading Sensor Coil Signal Amplitude.
The next Parameter is for information (inspection) only and displays the
output signal level of the Heading Sensor Coil as a ‘number’
(i) Press TEST to display Coil SIG XXXX (XXXX should fall
between 200 and 3840).
N.B. If the XXXX value is outside of the tolerances 200 to 3840, Alarm
message(s) will result in normal operating mode (Section 6.4).
3.8 Magnetic Heading Display Alignment.
(i) Press TEST to display COIL HDG XXX.X (000.0 is factory

default setting).
Use the SET (Increase) or ZERO (Decrease) keys to match the Display
with actual ships magnetic heading.
3.9 Magnetic Heading Priority.
Where two magnetic heading inputs are employed (Heading Sensor Coil
and NMEA 0183) priority can be assigned such that the Autopilot system
will read Sensor Coil with NMEA back up or vice versa.
(i) Press TEST to display Coil (Coil is factory default setting).
Use the SET or ZERO keys to display 0183 if NMEA is to take

priority over Sensor Coil.
3.10 1:1 Gyro Signal Amplitude.
The next parameter is for information (inspection) only and displays the
output signal level of an isolated 1:1 Gyro Synchro as a ‘number’.
(i) Press TEST to display SYNC SIG XXXX (XXXX should fall
between 200 and 3840).
N.B. If the XXXX value indicated is outside of the tolerances 200 and
3840, Alarm messages will result in normal operation (Section 6.4).
3.11 Gyro Heading Display Alignment.
(i) Press TEST to display SYNC HDG XXX.X (000.0 is factory

default setting).
Use the SET (Increase) or ZERO (Decrease) keys to match the display
with actual Gyro Heading.
3.12 Gyro Heading Priority.
Where two Gyro Heading inputs are employed (1:1 Synchro and NMEA
0183) priority can be assigned such that the Autopilot system will read 1:1
Gyro with NMEA back up or vice versa.
(i) Press TEST to display SYNC (Synchro is factory default setting)

Use the SET or ZERO key to display 0183 if NMEA is to take
priority over Synchro.
3.13 Midships Rudder Alignment.
(i) Press TEST to display SET RUD 0 (00 is factory default setting).
(ii) Manually position the rudder at midships.
(iii) Press SET or ZERO keys to adopt actual rudder position as

midships rudder.
3.14 Solenoid phase Connections.

(i) Manually position the rudder at approx 10° Stbd or Port.
(ii) Switch the Solenoid Isolator On.
(iii) Set the NT990G Mode Switch from STANDBY to ON.
The Autopilot should now drive the rudder back to midships.
N.B. If the rudder is driven away from midships towards hard over,
Switch the Autopilot to STANDBY immediately and switch the
Solenoid Isolator OFF before checking/correcting solenoid
connections (FIG 2.6.1 and 2.6.2).
3.15 Rudder Indicator Calibration (Digital).

(i) Return the Autopilot mode switch from ON to STANDBY.
(ii) Press TEST to display CAL RUD ANGL.
(iii) Position the rudder to a known angle of 30° (or similar).
Use the SET (Increase) or ZERO (Decrease) keys to ‘Clock’ the 2-digit
Rudder Indicator display to agree with the actual known rudder angle.
3.16 Rudder Indicator Calibration (Bar Graph).

(i) Press TEST to display RUD BAR CAL.
(ii) Manually position the rudder hard over (Port or Stbd).
(iii) Press SET or ZERO keys to calibrate all bar graph segments
activated.
3.17 Solenoid Enable/Disable.

In certain steering system types such as Analogue Steering machines,
which require +10v/0v/-10v voltage levels etc, solenoid output signals are
not required and are suspended in the NT990G Set up programme (i.e. set
to ‘OFF’).
Normal solenoid operated hydraulic steering systems require the solenoid
output signals operational (i.e. set to ‘ON’).
(i) Press TEST to display SOL ON/OFF (ON is factory default

setting).
Use the SET or ZERO keys to select ON or OFF as required.
N.B. If the solenoids are disabled (set to OFF) the set up programme
will automatically bypass 5 set up parameters arriving at Output ratio
(OR:XX) on the next TEST key operation.
3.18 Electronic Limit Switch (Enable/Disable).

The remarks concerning Limit switch configurations in Section 3.1 are
noteworthy.
(i) Press TEST to display ELS ON/OFF (OFF is factory default

setting)
Use the SET or ZERO keys to select ON or OFF as appropriate.
N.B. If the Electronic Limit Switches are disabled (set to OFF) the Set
up programme will automatically bypass the next 2 set up parameters
arriving at Rudder Positioning Sensitivity (RPS.X) on the next TEST
key operation (3.)
3.19 Electronic Limit Switch Calibration (Port).

(i) Press TEST to display ELS PORT XX.X
(ii) Manually position the rudder to the maximum PORT angle at

which the rudder is to be limited.
(iii) Press the SET or ZERO keys to adopt and display the limit
angle.
3.20 Electronic Limit Switch Calibration (Stbd).

(i) Press TEST to display ELS STBD XX.X
(ii) Manually position the rudder to the maximum STBD angle at

which the rudder is to be limited.
(iii) Press the SET or ZERO keys to adopt and display the limit
Angle.
3.21 Rudder Positioning Sensitivity

Rudder positioning accuracy and stability is ultimately dependent upon the
integrity of the steering system (mechanical wear/backlash etc.).
The NT990G is programmable to 4 levels of positioning sensitivity as

follows: -
RPS1 = ±0.75°, RPS2 = ±1.25°, RPS3 = ±1.75°, RPS4 = ± 2.25°
The lowest RPS setting (RPS1) should initially be set and should only be
increased if rudder positioning stability is seen to be impossible to achieve
during later set up stages.
(i) Press TEST to display RPS.X (RPS1 is factory default setting)
Use the SET and ZERO keys to change the setting if ultimately
determined necessary.
3.22 Automatic Stability.
In this set up mode, the Autopilot will drive the rudder through a pre-
programmed series of movements and will automatically ‘learn’ and store
the steering system characteristics to achieve optimum rudder positioning
stability.
(i) Press TEST to display AUTO STAB CAL.
(ii) Check that the solenoid isolator is ON.
(iii) If the Auto Stability programme has previously been

satisfactorily completed press TEST to display next parameter
(LOST FOL ON/OFF).
(iv) If the Auto Stability programme is to be initiated set the Autopilot

Mode switch from STANDBY to ON.
3.22 Automatic Stability (Continued).
The Auto Stability programme will now run. Initially the Autopilot will move
the rudder to midships and then as shown below. Each rudder movement
will correspond with the following display indications and will be confirmed
by an audible bleep.
Approximate rudder
Display Indicator Increment
Position
0 Start Midships
P 10 10° Port 10° Port
P 10 10° Port 20° Port
S 10 10° Stbd 10° Port
S 10 10° Stbd Midships
S 10 10° Stbd 10° Stbd
S 10 10° Stbd 20° Stbd
P 10 10° Port 10° Stbd
P 10 10° Port Midships
P2 2° Port 2° Port
S2 2° Stbd 4° Port
S2 2° Stbd 2° Port
S2 2° Stbd Midships
S2 2° Stbd 2° Stbd
P2 2° Port 4° Stbd
P2 2° Port 2° Stbd
P2 2° Port Midships
End
When the Auto Stability programme has completed (END displayed) set
the Autopilot mode switch from ON to STANDBY to display next set up
parameter (LOST FOL ON/OFF).
N.B. If it is determined that the rudder is unable to be consistently

positioned free of instability (hunting) the Rudder Positioning
Sensitivity will need to be reduced.
(Use the CANCEL key to step back to ‘RPS’ and refer to section 3.21).
3.23 Lost Motion Compensation.
Certain power assisted steering system configurations, which employ a

primary and secondary (servo follow up system, hunting arm etc.)
hydraulic circuit often require lost motion compensation.
However, all steering system configurations that are reliant on Autopilot

controlled solenoids, which act directly to control oil flow to the main
steering ram(s), will not require lost motion compensation.
The display should now show LOST FOL ON/OFF (Off is factory default
setting)
(i) If lost motion compensation is NOT required press TEST to

display next set up parameter (OR:XX).
(ii) If lost motion is required use the SET or ZERO keys to select
‘ON’.
(iii) Check that the solenoid isolator is ON and set the Autopilot
Mode switch from STANDBY to ON.
The Autopilot will now move the primary actuator in small increments Port
and Stbd, which may or may not produce corresponding rudder
movements.
N.B. Where the main steering rams are controlled via a secondary
hydraulic circuit acting as a follow up system to a primary hand
hydraulic system (Telemotor/Hunting arm systems etc.) lost motion
between the primary and secondary circuits will very often be
significant resulting in movement of the primary actuator WITHOUT
movement of the rudder.
(iv) Use the SET (increase) or ZERO (decrease keys until each
movement of the primary actuator is matched by a
corresponding movement of the rudder without rudder
overshoot.
(v) When Lost Motion is satisfactorily adjusted set the Autopilot

Mode switch from ON to STANDBY for the next set up
parameter (OR:XX).
3.24 Step Output Ratio.
The NT990G outputs heading information in step by step format (radar

stabilisation etc.) and can be set for 3, 6, 12 or 24 steps per degree.
The display should now read OR:XX (OR:06 is the factory default setting).
(i) Use the SET (increase) or ZERO (decrease) keys to select the
required Step Output ratio.
3.25 Remote Station Alarm Enable/Disable.
NT990G Control Unit bleeps at 10-second intervals when remote Power

Steer station etc is engaged.
(i) Press TEST to display BEEP (BEEP ON is factory default

Setting).
(ii) Use the SET or ZERO keys to select BEEP OFF if required.
3.26 NMEA 0183 Heading Sentence Output.
The NMEA 0183 heading sentence output repetition rate can be

programmed at 1Hz, 11Hz or 22Hz (Section 2.8 refers).
(i) Press TEST to display HDGX (1Hz is factory default setting).
(ii) Use the SET or ZERO keys to select the required output rate.
3.27 Alarm Cancel Timeout Period.
In normal operational duty, various alarm conditions may be signalled if

appropriate and can be cancelled (CANCEL ALARMS) for a time out
period programmable between 10 and 60 seconds.
(i) Press TEST to display ALR SECS XX (60 seconds is factory

default setting).
(ii) Use the SET or ZERO keys to alter the timeout period if
required.
3.28 Furuno Output Data Resolution.
(i) Press TEST to display FRNO TYPE XXth (6th is factory default
setting).
(ii) Use the SET or ZERO keys to select 1/6th° or 1/10th° as

required.
3.29 Furuno Output Data Rate.
(i) Press TEST to display FRNO RATE XX (40Hz is factory default

setting).
(ii) Use the SET or ZERO keys to select 40Hz or 5Hz as required.
3.30 Off Heading Alarm Time Out Period.
In normal operational duty, short term departures from heading (including

intentional course change) which generate on audible alarm can be
cancelled for programmable timeout periods from 10 to 60 seconds.
(i) Press TEST to display OHA SECS XX (15 Secs is factory

default setting).
(ii) Use the SET or ZERO keys to alter the timeout period as
required.
3.31 Off Heading Alarm Operating Mode (Independent or standard)
Independent Operation: -
Provided the NT990G is in receipt of heading data on both the Mag and
Gyro inputs, independent operation can be selected (i.e. Mag and Gyro
heading data independently sampled and compared).
Standard Operation: -
If heading data is only available on one input (Mag or Gyro only). Standard
operation must be programmed.
(i) Press TEST to display OHA TYPE IND/STND (Standard is

factory default setting).
(ii) Use the SET or ZERO keys to select Independent or Standard

as required.
3.31A Heading Selector Timeout Period.
Course Setter (Heading Selector) movement not confirmed within a

programmable period (5-60 seconds) to initiate turn to new heading is
automatically cancelled.
(i) Press TEST to display Conf xx

(Where xx is the timeout period in seconds).
(ii) Use the SET or ZERO keys to alter the timeout period as
required.
3.32 Exit Set Up Mode.
All alongside Set up parameters have now been covered
(i) Simultaneously press and hold TEST (ALARMS) and

CANCEL (ALARMS) keys for approx 5 seconds.
The Autopilot display will now return to display ships heading.

3.33 Reset to Factory Defaults.
The NT990G Set up table is factory programmed with default settings,

which are automatically retrieved and reinstated if the set up table is
required to be cleared down.
(i) Enter Set up mode (Section 3.4).
(ii) Press CANCEL key to step back to last set up table parameter
(or repeatedly press TEST to step forward) until CLR DATA is
displayed.
To reset data to factory default settings: -
(iii) Press and hold both ZERO and SET keys for 5 seconds (1Hz
Bleep warns that existing data clearance is imminent).
Factory default data values and set up table order are listed below for
reference: -
Listing Default Value/Setting
RNI HI 08
RNI LO 05
RNI type 0183
RNI closing angle 10
Loop gain 1.5°rud/°ce at max rudder
APH secs 300
APH cancel trip 60°
Coil type HSC2
MAG alignment 0000
MAG priority Coil
Gyro synchro alignment 0000
Gyro priority Synchro
Midships alignment 00
Rudder ratio 47mV/°
Rudder bar cal All bars on at 30°
Solenoids On
ELS Off
Rps 1
Rudder Stability 0000
Lost follow up (motion) Off
Step O/P ration 6 steps/°
Remote bleep On
0183 Hdg o/p 1Hz
Alarm cancel timeout 60sec
Furuno type 6th
Furuno rate 40Hz
OHA trip timeout 15sec
OHA type Simple
Heading Selector Timeout 30sec
Auto dev On
Section 4: Optional Equipment Installation.
Type Approved Optional Equipment
4.1 Power Steer Control Type NT920NFU.
4.2 Heading Data Interface Type NT923HDI.
4.4 Analogue Steering Interface Type NT990ASI.
Non Type Approved Optional Equipment
4.5 Watch Alarm Type NT920WA.
4.6 Power Steer Control Type NT920FU.
4.7 Hand Held Follow Up Remote Control Type NT920HRC.
4.8 Digital Heading Repeater Type NT920DHR.
4.9 Analogue Heading Repeater Type NT920AHR.
4.10 Step Interface Box Type NT925SIB.
4.11 Rudder Angle Indicator Type NT920RAI.
Proprietary (Non Navitron) Follow Up and Non Follow Up Power Steer

Controls: -
See Application Notes in Part 2 (Technical Manual) section TM3.4

4.1 NT920NFU (Navitron Non Follow Up Power Steer & Dodge Control).
The NT920NFU is a dual function device, which enables temporary

(DODGE) and permanent (POWER STEER) heading changes to be
ordered at locations remote from the Autopilot Control Unit.
N.B. Type Approved Autopilot systems equipped with facilities of this kind
are required to exercise unconditional main station control of all such
remote inputs.
Accordingly, the NT920NFU is only enabled when the Autopilot Control

Unit MODE switch is set to REMOTE and regardless of the NT920NFU
mode selected (DODGE or POWER STEER) movement of the Autopilot
Control Unit MODE switch from the REMOTE position will immediately
disable the remote station(s).
The Dodge Function
Provided the Autopilot mode switch is set to REMOTE, the NT920NFU will
respond to DODGE switch selection confirmed by illumination of the
DODGE READY LED on the NT920NFU control panel.
The Autopilot will continue to steer the vessel normally in the DODGE
READY state unless the NT920NFU Jog lever is moved from the sprung to
centre position.
Movement of the Jog lever to the Left (Port) or Right (Stbd) will produce
corresponding rudder movement to a preset maximum angle (installation
adjustable within the NT920NFU) which will override Autopilot heading
control of the vessel.
The resultant change in vessel heading will continue (due to the fixed
angle of rudder applied) until the Jog lever is returned to the central
position at which time the Autopilot will immediately resume control and
return the vessel to the original heading.
The Power Steer Function
Provided the Autopilot Mode switch is set to REMOTE, the NT920NFU will
respond to NFU switch selection confirmed by illumination of the POWER
STEER LED on the NT920NFU control Panel.
In the POWER STEER state the Autopilot will immediately assume a

standby condition such that the Autopilot Course Setter Card will ‘track’
any movement of ship’s head resulting from Power Steer instruction
received from the NT920NFU (i.e. the Autopilot is effectively disengaged in
favour of Non Follow Up Power Steer Control).
N.B. Confirmation of the Autopilot remote standby condition is signalled by

illumination of the REMOTE LED on the Autopilot Control Unit and is
accompanied by an audible bleep at regular 10 second intervals.
4.1 NT920NFU (Navitron Non Follow Up Power Steer –

& Dodge Control) Continued.
Subsequent movement of the NT920NFU Jog lever to the Right (Stbd) or

Left (Port) will produce corresponding rudder movement to hard over
rudder if the Jog lever is held right or left of the central position for a
prolonged period. Shorter term operation and release of the Jog lever will
produce smaller angles of applied rudder. In all cases, the angle of rudder
attained at the point of Jog lever release to centre will be adopted and held
pending further Jog lever operation.
When the vessel is power steered to a new heading, the Autopilot Course
Setter Card will track ship’s head. When the required heading is attained
and the NT920NFU switch is set to DODGE or OFF, the Autopilot will
immediately resume control and maintain the vessel on the new (current)
heading.
NT920NFU Installation: -
The NT920NFU is not suitable for unprotected external location and

should be installed in an enclosed bridge or wheelhouse in a position
commensurate with the field of vision required to safely undertake remote
steering operations.
N.B. Multiple NT920NFU (maximum of 6 units) may be installed if

required.
The unit is supplied for panel mounting with allowance to be made for
cable access to the cable entry glands at the rear of the unit.
Outline dimensions and mounting details are shown in FIG 4.1.1.
Cable and connection details are shown in FIG 4.1.2.

94
FIG 4.1.1. – NT920NFU

Outline Dimensions and Mounting Details.
* VR1 is adjusted in the DODGE mode to limit the angle of

rudder applied (5 – 30° range).
FIG 4.1.2. – NT920NFU

Cable and Connection Details.
Refer to separate NT923HDI Installation & Operating Manual

Refer to separate NT925HDI Installation & Operating Manual

4.4 Analogue Steering Interface Type NT990ASI.
The NT990ASI analogue steering interface provides the following functions for
NT921G and NT990G Autopilots: -
(i) Dual channel isolated analogue output voltage proportional to

rudder position or rudder error (±10Vdc max).
(ii) Dual installation presets to adjust for rudder gain
(50mV to 500mV/°), rudder bias (±8°) and output voltage limit
(±1V to ±10Vdc).
(iii) Dual isolated inputs for steering enable and channel enable
(10-40Vdc) for maximum control flexibility.
(iv) Dual volt free contacts (1A 30Vdc) to demand steering control
from steering machine.
(v) Dual volt free alarm contacts (3A 30Vdc/110Vac).
(vi) Dual isolated sin/cosine or single ended rudder reference input
(±5Vdc or ±15Vdc ranges).
(vii) D/A output to autopilot to allow isolated rudder reference signal
to drive autopilot rudder indicator and permanent helm function.
(viii) NMEA0183 output providing $YXRSA sentence for transmitting
rudder sensor angle to other equipment.
(ix) A 3 digit LED display and comprehensive status LEDs are
provided to enable the status of the unit to be quickly
determined.
Refer to separate NT990ASI

Installation Manual.
4.5 Watch Alarm Type NT920WA.
The NT920WA is a time based alarm unit with built in Power Fail detection
which is automatically engaged when the Autopilot is switched ‘ON’ and is
automatically disabled when the Autopilot is switched to STANDBY or
OFF.
At the instant of Autopilot engagement (Mode switch to ‘ON’) a four-minute

timing period commences which may be restarted at any time by manual
operation of the Watch Alarm RESET button.
If the RESET button is not pushed and the four-minute period expires a
low level audible alarm is emitted for a period of one minute (60 seconds).
Operation of the RESET button will cancel the low level alarm and a new
4-minute timing period will commence.
Failure to CANCEL the low level alarm within 60 seconds will result in a
high level audible alarm, which will continue until the RESET button is
operated (new four-minute period starts) or until the Autopilot is
disengaged (mode switch to STANDBY or OFF).
A two way built in Power Fail Alarm will sound at the emergency high level
in the event of Autopilot power supply or Watch Alarm internal battery
failure.
The Power Fail Alarm can only cancelled by disengagement of the

Autopilot or restoration of the Power Supply.
A volt free normally open contact rated 1 Amp/24Vdc is provided within the
Watch Alarm to drive an auxiliary alarm if required in the high level
(emergency) mode only.
Watch Alarm Installation: -
Compass Safe Distance – 1 metre
The watch Alarm is not suitable for external location and should be
installed in an enclosed bridge or wheelhouse in a convenient position
commensurate with RESET button operation.
N.B. Additional reset stations may be incorporated if required

(FIG 4.5.2 refers).
The unit may be panel or foot mounted as required with allowance made
for cable access to the cable entry glands at the rear of the unit.
Outline dimensions and mounting details are shown in FIG 4.5.1
Cable and connection details are shown in FIG 4.5.2

FIG 4.5.1 - NT920WA Watch Alarm

Outline Dimension & Mounting Details.
FIG 4.5.2 - NT920WA Watch Alarm

4.6 NT920FU (Navitron Follow Up Power Steer).
The NT920FU enables permanent (POWER STEER) heading changes to

be ordered at locations remote from the Autopilot Control Unit and can be
selected when the NT921G/990G Autopilot MODE switch is in the
REMOTE position.
The Follow Up Power Steer Function
Provided the Autopilot Mode switch is set to REMOTE, the NT920FU will
respond to FU switch selection confirmed by illumination of the POWER
STEER LED on the NT920FU control Panel.

received from the NT920FU (i.e. the Autopilot is effectively disengaged in
favour of Follow Up Power Steer Control).

Subsequent movement of the NT920FU lever to the Right (Stbd) or Left

(Port) will produce corresponding rudder movement.
and the NT920FU switch is set to OFF, the Autopilot will immediately
resume control and maintain the vessel on the new (current) heading.
Any movement of the Autopilot MODE switch will immediately reset and
disarm the remote follow up station enabling full control to be returned to
the Autopilot Control Unit.
4.6 NT920FU (Navitron Follow Up Power Steer) Continued.
NT920FU Installation: -
The NT920FU is not suitable for unprotected external location and should
be installed in an enclosed bridge or wheelhouse in a position
commensurate with the field of vision required to safely undertake remote
steering operations.
N.B. Multiple NT920FU (maximum of 6 units) may be installed if required.
The unit is supplied for panel mounting with allowance to be made for
cable access to the cable entry glands at the rear of the unit.
Calibration
The angle of the rudder applied when in POWER STEER mode must be
calibrated by adjusting VR1.
Set VR1 as follows: -
(i) Set Autopilot to REMOTE.
(ii) Engage the NT920FU by pressing the RED switch at the top of
the NT920FU. The ON LED will now flash.
(iii) Move the FOLLOW UP LEVER to 30 degrees port. The rudder

will now move to PORT.
(iv) Adjust VR1 until the rudder is moved to the required angle.
(v) Switch the Autopilot OFF.
(vi) This completes the installation set up procedure.

FIG 4.6.1. – NT920FU

4.7 NT920HRC (Navitron Hand Held Follow Up Power Steer).
The NT920HRC enables permanent (POWER STEER) heading changes

to be ordered at locations remote from the Autopilot Control Unit and can
be selected when the NT921G/990G Autopilot MODE switch is in the
REMOTE position.
The Follow Up Power Steer Function
Provided the Autopilot Mode switch is set to REMOTE, the NT920HRC will
respond to HRC switch operation confirmed by illumination of the POWER
STEER LED on the Handheld Remote Control (HRC) control Panel.
When the HRC is switched ON, the rudder will immediately respond by
moving to the angle set by the rotary knob on the HRC panel.
Prior to engaging the HRC (Power Steer ON) it is advisable to set the
knob to the approximate current rudder angle or to set the knob to
midships.

received from the NT920HRC (i.e. the Autopilot is effectively disengaged
in favour of Follow Up Power Steer Control).

Subsequent movement of the NT920HRC knob Clockwise (Stbd) or

Anticlockwise (Port) will produce corresponding rudder movement.
and the NT920FU switch is set to OFF, the Autopilot will immediately
resume control and maintain the vessel on the new (current) heading. To
disengage the HRC, depress the HRC switch (Power Steer LED will
extinguish).
Any movement of the Autopilot MODE switch will immediately reset and
disarm the remote follow up station enabling full control to be returned to
the Autopilot Control Unit.
4.7 NT920HRC (Navitron Hand Held Follow Up Power Steer) Continued.
NT920HRC Installation: -
A 3 metre length of trailing cable is fitted to the HRC for connection to the
NT921G/990G Control Unit.
Connection details are shown in FIG 4.7.1.
Calibration: -
The maximum angle of rudder applied when using the NT920HRC in

Power Steer mode can be adjusted via VR1. Access to VR1 is gained by
removing the 4 front panel screws and withdrawing the NT920HRC front
panel from the case moulding.
Set VR1 as follows: -
(i) Set Autopilot to REMOTE.
(ii) Engage the NT920HRC by pressing the RED switch. (Confirmed

by illumination of the Power Steer ‘ON’ LED).
(iii) Move the control knob on the NT920HRC hard over to port (The
rudder will now move to port).
(iv) Adjust VR1 (see FIG 4.7.1 for location of VR1) until the rudder is
moved to the required maximum angle.
(v) Switch the Autopilot OFF.
(vi) This completes the installation set up procedure. Refit the front
panel to the NT920HRC case moulding and tighten the 4
screws.
FIG 4.7.1. – NT920HRC

Connection and Calibration Reference.
4.8 Heading Repeater Type NT920DHR.
The NT920DHR (Digital Heading Repeater) provides a 3 digit (24mm

height) display of current heading when the NT921G/990G Autopilot
System is in the STANDBY, ON or REMOTE mode.
Heading data received by the DHR from the Autopilot system is a custom
Navitron Serial Data format derived from the Autopilot Control Unit main
terminal block.
N.B. The NT920DHR is not suitable for direct connection to NMEA 0183 data.
Night viewing of the display is optimised by adjustable red backlight

illumination by means of the DHR display panel ILLUM control or via the
Autopilot ILLUM control dependent on method of connection.
Installation: -
Compass Safe Distance – 0.3m.
Ruggedly engineered and suitable for bracket or console mounting in

internal and external locations, the NT920DHR may be installed in single
or multihead configurations for ‘add on’ use with the NT921G/990G
Autopilot system.

94
FIG 4.8.1 – NT920DHR

Outline Dimensions and Mounting Details
Illumination Note: -
The NT920DHR red backlight illumination can be controlled from the
NT921G/990G Autopilot Control Unit or from the NT920DHR illumination
control.
If the NT920DHR ONLY is to control illumination, do NOT connect the BLUE

core to DHR terminal N°2.
FIG 4.8.2 - NT920DHR

Cable and Connection Details
4.9 Heading Repeater Type NT920AHR.
The NT920AHR (Analogue Heading Repeater) provides a 120mm

diameter rotating card display of current heading when the NT921G/990G
Autopilot system is in the STANDBY, ON or REMOTE mode and power
(11-40Vdc) is available to the AHR.
Heading data received by the AHR from the Autopilot system is in the
NMEA 0183 serial format and is internally decoded by the AHR resulting in
automatic card alignment whenever the Autopilot is powered up.
Night viewing of the card is by means of installation selectable red or green

backlight illumination which is adjustable in level via the AHR illumination
control or via the Autopilot ILLUM control.
N.B. Navitron custom serial data is also generated within the NT920AHR
(i.e. internal NMEA to Navitron Serial data conversion) to permit Navitron
NT920DHR (Digital Heading Repeater) connection directly to the AHR.
Installation: -
The NT920AHR is not suitable for external location and should be installed
in an enclosed wheelhouse as a foot bracket or console mounted unit as
required.
Cable and Connection details are shown in FIG 4.9.2
Calibration: -
None required. At power up, the card will rotate in counter clockwise direction
searching for automatic alignment with the NMEA data received. This process
may take up to 15 seconds beyond which an audible signal will be emitted to
confirm operational status or a fault condition as appropriate
4.9 Heading Repeater Type NT920AHR (Continued).
Operational Status Confirmed: -
Following automatic alignment of the card, the heading repeater will scan
the NMEA data received and will lock on to a sentence type in order of
priority as follows: -
HDT = 3 single bleeps over 5 seconds following automatic alignment

HDG = 3 double bleeps over 5 seconds
HDM = 3 series of 3 bleeps over 5 seconds
HCC = 3 series of 4 bleeps over 5 seconds
HSC = 3 series of 5 bleeps over 5 seconds
The foregoing audible signal following automatic alignment confirms

normal operation and the sentence type on which operation is based.
No NMEA Data / NMEA Data Fail Alarm: -
In the event that no NMEA data is available the heading repeater will alarm
both audibly and visually for a period of 10 seconds.
This alarm is in the unmistakeable form of equally spaced bleeps

accompanied by flashing illumination. After 10 seconds, the audible alarm
will cease automatically but the illumination will continue to flash until the
dimmer control is turned fully counter clockwise.
N.B. If NMEA 0183 data is subsequently restored the heading repeater will
recover automatically and confirm sentence as described above.
Internal Error Alarm: -
Self-test features within the heading repeater continuously monitor the

integrity of the instrument, which will emit an audible alarm if an internal
fault is detected.
This alarm is signified by Morse code signal IE (Internal Error) repeated 3

times over a period of 5 seconds, i.e. ●●…●, ●●…●, ●●…●.
After a further period of 5 seconds, the instrument will again emit a Morse
code letter signifying the type of internal failure detected.
FIG 4.9.1 – NT920AHR

Outline Dimensions & Mounting Details
FIG 4.9.2A – NT920AHR

FIG 4.8.2 refers.
FIG 4.9.2B – NT920AHR

4.10 Universal Relay Box Type NT920URB.
The solid state (FET) switches incorporated in the NT921G/990G Autopilot

Control Unit are immediately suitable for solenoids in the dc
voltage/current range 11-40Vdc/5A maximum.
Higher voltage solenoids (110/220V AC or DC) therefore require the

introduction of a Relay Box to provide isolated switching.
The NT920URB (Universal Relay Box) is equipped with a total of 4 relays:-
Relays 1 and 2: -
(Rated 110/220V @ 5A) provide Port and Stbd solenoid switchlines

respectively with the switchline polarity installation selectable dependent
on method of connection. Contact suppression components are included in
the URB and are link selectable dependent on supply voltage type (AC or
DC).
Relay 3: -
The URB power up relay is energised when the NT921G/990G Autopilot is

switched to STANDBY, ON or PER HELM OFF/RESET.
Relay 4: -
Offers a normally open contact (rated 240V/2A AC), which closes in the
event of solenoid main power failure to provide a switchline for an external
alarm if required.
FIG 4.10.1 – NT920URB

4.10 Universal Relay Box Type NT920URB (Continued).
Installation: -
The NT920URB should be installed in a dry internal location which is

convenient to accept a 4 core cable from the Autopilot Control Unit and the
high voltage supply and solenoid cables.

Interconnecting cables are shown in FIG 4.10.4.
Connections: -
(i) Solenoid switchline polarity (+ve switchline with common

negative return or vice versa) is dependent on the polarity of the
solenoid supply cable connections to terminal N°s 7 and 8: -
Connect Terminal 7 NEGATIVE

Common Positive (-ve switchlines)
Connect Terminal 8 POSITIVE
Connect Terminal 7 POSITIVE
Common Negative (+ve switchlines)
Connect Terminal 8 NEGATIVE
(ii) Auxiliary switchline polarity (if used) will be dependent on

supply cable polarity in item (i) above (See FIG 4.10.1).
(iii) Stbd Solenoid Cable Switchline = Terminal 10.

Return = Terminal 12 or 13.
Port Solenoid Cable Switchline = Terminal 11.

Return = Terminal 12 or 13.
(iv) Solenoid Power Supply Normally open contact closes

Failure Alarm Contact (if required) between Terminals 1 and 2.
Solenoid Suppression Components: -
Refer to FIG 4.10.2 and locate Links LK1 and LK2.
Check that both links (LK1 and LK2) are correctly positioned (AC or DC)
commensurate with the supply voltage type (AC or DC).
DC Suppression Components: -
If the solenoids are to operate on a direct current (dc) supply, one of the
contact suppression diodes for each relay must be removed (cut out) as
follows: -
Common +ve operation (-ve switchlines) – Remove D7 and D9.

Common –ve operation (+ve switchlines) – Remove D8 and D10.
4.10 Universal Relay Box Type NT920URB (Continued).
FIG 4.10.2 – NT920URB P.C.B Layout
FIG 4.10.3 – NT920URB Case

Outline & Mounting Dimensions
NT920URB
FIG 4.10.4 – NT920URB

4.11 Navitron Rudder Angle Indicator Type NT920RAI.
Navitron rudder angle indicators may be configured for single or multi head
display as add on components to all Navitron Autopilot types.
All indicator heads (type NT920RAI) are electrically identical (no

master/slave distinction) providing complete interchangeability. Each
indicator head comprises a robust centre zero moving coil driving an
illuminated white pointer against a black scale background graduated in 5°
increments. Provision is also made for fixed and variable intensity red
backlight scale illumination for night viewing.
Standard heads are intended for internal panel mounted locations but may
also be foot bracket or panel mounted in external locations when supplied
in a Navitron Pod Mounted (PM) configuration.
Rudder position information is derived directly from a calibrated output

available from the Autopilot Control Unit.
Installation: -
Standard RAI heads should be panel mounted in a sheltered (wheelhouse

etc) location unless installed in a Navitron Pod configuration, which
provides the option to bracket or panel mount the indicator head at internal
or external steering positions.
Outline dimensions including panel cutout and foot mounting bracket

fixings are shown in FIG’s 4.11.1 and 4.11.2.
Cable interconnections are shown in FIG 4.11.3. Notes are included on the
illumination options available and additional cables/connections to suit.
Calibration: -
(i) Switch the Autopilot to STANDBY.
(ii) Manually position the rudder to hard

over (or any know angle, which will
be confirmed by the Autopilot rudder
angle indicator display).
(iii) Adjust the RANGE preset on each

RAI head to correspond.
Terminal Function Terminal Function

1 +VE Supply In 6 0V Out
Rudder position signal In
2 -VE Supply In 7
(Meter +VE)
3 0V Out 8 +7V Reg line out
4 Illum level control line (0-12Vdc) 9 Midships bias (Vref meter –VE) In
5 +12V reg line out 10 Midships bias (Vref) Out
FIG 4.11.1 – NT920RAI

Outline and Mounting Dimensions
FIG 4.11.2 – NT920RAI (PM)

Pod Outline and Mounting Dimensions
The NT925SIB provides opto isolation between the 5V Logic level outputs
available from the NT921G/990G Autopilot Step by Step output lines and
the higher voltage/current requirements of proprietary end users such as
radars etc.
In addition, the opto isolation provided by the NT925SIB eliminates

Common Mode supply problems (i.e. Autopilot system and end user
equipment at different supply potentials).
Common +VE/-VE Step Return Lines: -
The NT925SIB is equipped with 6 output FETs to provide 3 pull up and 3

pull down lines for the Step by Step loads. (i.e. +VE steps with common
-VE return and –VE steps with common +VE return).
Step Line Current Rating: -
The NT925SIB is internally fused at 1Amp and will source or sink 0.5A per
step line.
Step Line Voltage Rating: -
The Step by Step output amplitude with respect to the common +VE or
common –VE return line is dependent on the NT925SIB supply voltage
which is suitable for 10 - 75Vdc.
(i.e. 24Vdc Input = 24Vdc Step Output)
(35Vdc Input = 35Vdc Step Output etc).
Steps per degree: -
The Step by Step output rate (3, 6, 12, 24 steps per degree) is fixed by the
step rate received from the NT921G/990G Autopilot and is installation
selectable via the Autopilot Set Up mode. (Section 4.13 refers).
4.12 Step Interface Box Type NT925SIB (Continued).
Installation: -
The NT925SIB should be mounted in an internal location (Wheelhouse

etc.), which is convenient for cable acceptance.
Outline and mounting dimensions are shown in FIG 4.12.1.

FIG 4.12.1 NT925SIB Case

Outline & Mounting Dimensions
FIG 4.12.2 NT925SIB

PART 2 - NT921G/990G AUTOPILOT TECHNICAL MANUAL
Part 2
NT921G/990G Autopilot Technical Manual
Section TM1: Basic system component data.
Section TM2: Failure alarms and messages.
Section TM4: Autopilot Control Unit Power Distribution.
Section TM5: The Diagnostic Utility.
Section TM6: Main P.C.Board layout and schematics.
Section TM7: Connector and groundplane P.C.Board layout and

schematics.
Section TM1: Basic System.
TM1.1: The Heading Sensor Coil (HSC2).
TM1.2: Isolated 1:1 Synchro.
TM1.3: NMEA 0183 Heading Data.
TM1.4: Rudder Reference Unit (NT920RRU).
TM1.5: The Autopilot Control Unit.
The basic autopilot system is shown in Fig 1.0 with terminal block services
detailed in Fig 2.1 of the installation section of the manual.
The autopilot receives heading information from either a sensor coil

(HSC2) mounted above or below a magnetic compass, a 1:1 isolated
synchro mounted in a proprietary gyro or via a NMEA0183 serial data link
from a proprietary heading sensor. Which sensor is in use is selected by
the position of the MAG/GYRO switch and the priorities set within the
SETUP program (installation sections 3.9 and 3.12)
The rudder position is fed back to the autopilot via a conductive plastic
potentiometer mounted within the Rudder Reference Unit (RRU). The RRU
also houses the limit switches which when correctly set prevent the
autopilot driving the rudder to its mechanical extremes
The autopilot requires a d.c supply between 11 and 40V for the control
electronics, and a similar d.c supply for the solenoid drives to the hydraulic
steering system. The solenoid outputs are rated 5 Amps maximum and
can be configured for common –ve (positive switchlines) or common +ve
(negative switchline) operation.
The autopilot can also be used in conjunction with an Analogue Steering

Interface (type NT990ASI) to provide –10V to +10V linear range output.
TM1.1: Heading Sensor Coil (HSC2)
The Heading Sensor Coil is an active device comprising 3 sense coils in a

star formation interacting with an excitation winding which is driven at
400Hz from the Autopilot Control Unit. The coil configuration and
associated amplifiers are P.C.Board mounted in an encapsulated
assembly, which also receives a +7v regulated supply from the Autopilot
Control Unit. When excited at 400Hz, the resultant 3 phase ‘spike’
waveforms returned from the star windings to the Autopilot vary in phase
and amplitude depending on the position of the coils relative to the
massive magnets contained within the proprietary magnetic compass.
Variations in amplitude as a function of vessel-to-vessel variations in
magnetic compass field strength are automatically compensated for within
the Autopilot via automatic gain control (AGC) thus no adjustment is
normally required.
TM1.1: Heading Sensor Coil (HSC2)
Possible failure messages associated with the HSC2 are: -
CPS LO FAIL Compass signal strength less that 200, refer to

section TM2.2.2
CPS HI FAIL Compass signal strength greater than 4096, refer

to section TM2.2.1
CPS PHS FAIL Compass phases are not consistent, refer to

section TM2.2.3
TM1.2: Isolated 1:1 Synchro.
The NT990G autopilot can directly interface to a 1:1 synchro mounted

within a proprietary gyro (for example SR50 or Gyrostar) provided always
that this synchro is isolated from the gyro internal wiring and any
repeaters. The autopilot provides a low voltage 400Hz ‘spike’ drive
waveform to the synchro rotor and accepts the 3-stator signals returned.
No adjustments for synchro characteristics are normally required.
Possible failure messages associated with the 1:1 synchro are: -
GYRO LO FAIL Gyro synchro signal strength less than 200, refer
to section TM2.2.5.
GYRO HI FAIL Gyro synchro signal strength greater than 4096,

refer to section TM 2.2.4.
GYRO PHS FAIL Gyro synchro phases are not consistent, refer to
section TM 2.2.6.
(See also installation section 2.4)

TM1.3: NMEA 0183 Heading Data.

The NT921G and NT990G Autopilot will accept heading data
transmissions that comply with the NMEA0183 standard for interfacing
marine electronics devices Version 2.00 January 1, 1992.
Briefly the specification is: -
Data transmitted in serial asynchronous form in accordance with ANSI
standards with the following parameters:
Baud Rate 4800
Data Bits 8 (d7=0)
Parity None
Stop Bits 1
Least significant bit first.
Logic Levels are: 1 is in the range –15V to +0.5V
0 is in the range +2V to +15V
The NMEA 0183 signal lines are designated A & B and it should be noted
that when using the preferred EIA-422 5V differential driver, both lines are
driven and therefore neither line can be considered as ‘ground’. The logic
1 level (or ‘idle’) is defined as a negative voltage on line A with respect to
line B and conversely the logic 0 level (or ‘active’) is defined as a positive
voltage on line A with respect to line B.
The preferred NMEA 0183 receiver is an opto isolator or EIA-422
differential receiver.
TM1.3: NMEA 0183 Heading Data (Continued).
The structure of the transmitted data must strictly follow the NMEA
specification and the heading sentences accepted by the autopilot are: -
$XXHDT,nnn.n,T*hh(CR)(LF)
$XXHDM,nnn.n,M*hh(CR)(LF)
$XXHCC,nnn.n*hh(CR)(LF)
$XXHDG,nnn.n,d.d,E,v.v,E*hh(CR)(LF)
Where:$=start of sentence
XX=talker identifier (don’t care)
Nnn.n=floating point heading data
*hh=optional hexadecimal checksum
d.d=floating point deviation data
E=east (E) or west (W)
v.v=floating point variation data
The autopilot is internally equipped with an opto isolated input that

conforms to the NMEA standard and various facilities are provided within
the diagnostic utility to aid fault finding of the NMEA 0183 serial interfaces
as detailed in section TM5.0
(See also installation section 2.3)

TM1.4: Rudder Reference Unit (NT920RRU).
The position of the rudder is sensed by a 2K-ohm conductive plastic

potentiometer mounted in the NT920RRU. Two limit switch cams are
attached to the potentiometer shaft, which is connected via universal
coupling to a stainless steel input shaft. The input shaft is coupled to the
rudder stock (or alternative mechanical reference point which accurately
reflects the final position of the rudder) via a gunmetal arm and stainless
steel pushrod fitted with ball joints at both ends.
12
1 Ident Description
11
1 Lid Casting
2
10 2 Limit Switches
3 Rubber Gasket
3
4 Base Casting
5 Gunmetal Arm
6 Stainless Steel Input Shaft
4 9
7 Stainless Steel Pushrod
8 Ball Joint
5 7 8 9 Limit Switch Cams
10 M6x16mm Panhead screw
6
11 Universal Coupling
12 2K ohm Pot
FIG TM 1.4A
TM1.4: Rudder Reference Unit (NT920RRU) Continued.
Anything other than minimal free play in the coupling path from
potentiometer shaft to rudder stock will promote instability (rudder hunting).
It is therefore imperative to ensure that all nuts/bolts are tight and that the
overall integrity of mechanical movement is backlash free.
The standard Navitron 2K ohm potentiometer is based on a track arc of

100° and is connected across a 7Vdc regulated supply derived from the
Autopilot Control Unit. Based on X:Y coupling ratio of 1.5:1 a nominal
47mV per degree of rudder movement results as a feedback (wiper) signal
on terminal N°25 of the Control Unit. (Installation section Fig 2.1 refers).
This value (47mV/°) is mid range in the signal level acceptable by the
Autopilot thus 1.5:1 is the recommended coupling ratio.
(Installation section 1.5 / Fig 1.5 refers)
However, provided the standard 2K potentiometer is employed, any X:Y

ratio between 1:1 and 2:1 will prove acceptable.
N.B. If repair circumstances force replacement of the standard 2K ohm

potentiometer with a different type, refer to the application note in section
TM3.2 for suitability.
Limit Switches: -
The NT920RRU also contains normally closed port and starboard limit
switches that are mechanically activated by the cams carried on the
potentiometer shaft. If the mechanical limit switches are used in addition
to, or instead of the electronic limit facility (Installation sections 3.1 and
3.18 refer) the cams must be correctly adjusted (M3 Allen key required)
to: -
(i) Prevent the rudder being driven to mechanical extremes.
(ii) Prevent premature arrest of the rudder.
The standard limit switch configuration breaks the low voltage drives to
photovoltaic devices that in turn drive isolated power FETs to provide the
solenoid switchlines (Fig TM3.3 refers).
Premature rudder arrest or an open circuit limit switch condition is normally

apparent by comparison of the Autopilot control panel rudder demand
arrows (Red/Green) with the corresponding RED/GREEN demand LED’s
on the control panel connector P.C.B (D14 & D15 on Fig TM3.3). I.e.
Red/Green arrow present in absence of RED/GREEN LED = suspect Limit
Switch.
Other RRU Fault Indications: -
RRU FAIL - Illogical or inconsistent change of feedback

potentiometer wiper voltage detected
consistent with pot track defect or
associated connections (See section
TM2.3.1).
STEERING - No movement of feedback pot wiper

FAIL detected in response to rudder demand.
(See section TM2.3.2).
FIG TM1.4B – Standard Rudder Reference Unit.
FIG TM1.4C – Dual Rudder Reference Unit.

TM1.5: The Autopilot Control Unit.
The autopilot control unit comprises three printed circuit boards arranged
in two major sub assemblies.
TM1.5.1: The Control Unit Front Panel Sub Assembly.
The front panel assembly comprises the control panel attached to the
bezel moulding, all operator controls including the course setter
mechanism and the main P.C.Board.
The entire sub assembly (item C on FIG TM1.5) can be separated from the
case sub assembly via the removal of 4 screws (item A).
With the bezel screws removed, the front panel assembly can be
withdrawn from the case to permit disconnection of two main P.C.Board
ribbon cables (item B) from the connectors located on the connector
P.C.Board.
Accordingly, the entire front panel assembly can be removed for inspection
or repair by replacement if required.
TM1.5.2: The Control Unit Case Sub Assembly.
The control unit case contains the main earth strap (item D on FIG TM1.5)
for all cable screen terminations and two P.C.Boards as follows: -
(i) The Connector P.C.Board (item E) – is equipped with plug and socket
connections for all incoming and outgoing cable cores and is
immediately exposed for installation connection purposes or
inspection/removal when the front panel assembly is withdrawn.
The connector P.C.Board is secured into the case by 6 x M3 screws

(Item F On FIG TM1.5).
(ii) The Groundplane P.C.Board (item G) – is exposed when the connector

P.C.Board is removed and provides an efficient low impedance path
between the main earth strap and the main earth stud which extends
from the groundplane board through the back of the control unit case.
(Item H on FIG TM1.5 refers).
FIG TM1.5 – NT990G Control Unit Sub Assemblies.

Section TM2: Failure Alarms and Messages.
TM2.1: Power Up Failure Messages.
TM2.1.1: DEF DATA (non volatile set up data failure load).
TM2.1.2: CS FAIL (course setter fail).
TM2.1.3: ALgn FAIL (course setter card alignment failure).
TM2.2: Heading Sensor Failure Messages.
TM2.2.1: CPS HI FAIL (signal from HSC is too large).
TM2.2.2: CPS LO FAIL (signal from HSC is too small).
TM2.2.3: CPS PHS FAIL.
TM2.2.4: GYRO HI FAIL.
TM2.2.5: GYRO LO FAIL.
TM2.2.6: GYRO PHS FAIL.
TM2.2.7: NO DATA.
TM2.2.8: 0180/0183 DATA FAIL.
TM2.2.9: OHA HDG FAIL.
TM2.3: Miscellaneous Failure Messages.
TM2.3.1: RRU FAIL.
TM2.3.2: Steering Fail LED.
TM2.3.3: Power Fail LED.

TM2.1.1 def data (non volatile set up data failure to load).
The Autopilot setup data is stored in a non-volatile memory and read at

power up. The integrity of this data is verified when read and will only be
used if no errors are detected. A checksum is included to guard against
corrupted data being used.
If the current setup data is unable to be loaded at power up for any reason,
the DEF DATA error message will be displayed accompanied by an
audible bleep. The autopilot will continue to function but all setup
parameters will be set to their factory default values as listed below.
Setup parameters and their factory default values: -
RNI HI 08
RNI LO 05
RNI type 0183
RNI closing angle 10
Loop Gain 1.5°rud/°ce at max rudder
APH secs 300
APH cancel trip 64
Coil type HSC2
MAG alignment 0000
MAG priority COIL
GYRO synchro alignment 0000
GYRO priority Synchro
Midships alignment 00
Rudder ratio 47mV/°
Rudder bar cal All bars on at 30°
Solenoids On
ELS OFF
rps 1
Rudder Stability 0000
Lost follow up (motion) OFF
Step O/P ratio 6 steps/°
Remote bleep ON
0183 HDG O/P 1Hz
Alarm cancel timeout 60sec
Furuno type 6th
Furuno rate 40Hz
OHA trip timeout 15sec
OHA type Simple
Auto dev ON
TM2.1.1 def data (non volatile setup data failure to load) Continued.
If the DEF DATA message appears switch the autopilot OFF. Wait a few
seconds then set the autopilot to STANDBY. If the DEF DATA message is
again shown when the autopilot is re-powered it is likely that the setup
data is corrupted or that the +5Vdc power supply to the microprocessor is
too low. Verify the +12V and +5V power supplies as detailed in section
TM4.2. If the power supplies are good but the DEF DATA message
persists, the integrity of the stored setup data must be considered suspect
and should be cleared down as follows: -
(i) To enter the Setup Mode, set the Autopilot Mode switch to ‘STANDBY’
and simultaneously press TEST (ALARMS) and CANCEL (ALARMS)
for 5 seconds until confirmed by the SETUP display message.
(ii) To clear the stored SETUP data in favour of factory default setting,
press CANCEL key to step back to the last setup table parameter (CLR
DATA) or repeatedly press TEST key to step forward until CLR DATA
is displayed.
(iii) Press and hold both ZERO and SET keys for 5 seconds (1Hz bleep
warns that data clearance is imminent) until the display message reads
HI:08.
(iv) Set the Autopilot Mode switch to OFF and back to STANDBY.
(a) If the DEF DATA message is again displayed, a non-volatile memory

defect is indicated. This is not a user serviceable part and will require
repair by replacement of the complete front panel assembly.
(b) If no DEF DATA message is displayed, re-enter the Setup mode and
set all parameters to the required values.
N.B. Clearing down (Clear data) will overwrite all current Setup parameters
with the factory default settings. Since the factory values may not be
the optimum settings for the vessel, reprogramming should be
attempted. (See Installation Section 3.4 onwards).
TM2.1.2: CS FAIL (Course Setter Fail).
This failure message will only appear during power up if the Autopilot has
not detected movement of the course setter card during prealignment
checks.
The autopilot will not function until the fault condition is corrected.
TM2.1.2: CS FAIL (Course Setter Fail) Continued.
Possible causes of CS FAIL are: -
(i) Course setter card servo motor not turning: -

The Servo motor (M1 on FIG TM6.7) is driven by a 65Hz PWM signal
via amplifiers U13A and B and Relay 1 (RL1). A two-way ribbon cable
and connector (HDR2) provides continuity between the main P.C.B and
the armature of M1. During power up, a 50:50 mark to space ratio is
applied to M1 (5 to 5.5 Vdc armature voltage) for a maximum of 15
seconds to test for course setter card movement in an anticlockwise
direction. If no movement is detected, the CD FAIL message will
immediately appear followed 15 seconds later by the removal of M1
drive voltage.
Check: -
(i) Two way ribbon connections between main P.C.B and motor.
(ii) Relay1 (RL1) energised (approx 11Vdc across D16).
(iii) M1 armature Voltage (5 to 5.5V for 15 seconds max).
Replace motor (M1) or RELAY (RL1) if applicable or repair by

replacement of complete front panel assembly.
(ii) Optical Encoder Faulty: - To test the encoder, refer to section TM5 and
enter the diagnostic mode. Step to the CARD HEADING value and
observe this value while using the course setter knob to manually move
the course setter card. If no change occurs in the diagnostic CARD
HEADING value displayed when rotating the course setter card, the
optical encoder or related components is/are suspect.
(Connector J6 on FIG TM6.6 provides a 5Vdc supply to the optical

encoder – OE1 on FIG TM6.8 – and two quadrature signal output lines as
follows: -
Pin 2…. +5v Pin 1 5V pp Quadrature outputs
Pin 5…… 0v Pin 3 @ 0.25° resolution
The regulated +5Vdc supply configuration is shown on FIG TM4.1 (U9)
and the quadrature output signals are processed via c27/c29 etc shown on
FIG TM6.6.
Check the optical encoder (OE1) and associated connections and

components or repair by replacement of the complete front panel
assembly.
(iii) Gear Train Mechanically Jammed: - Manually rotate the course setter
card via rotation of the course set knob checking for smooth course
setter card response or jamming consistent with foreign material (wire
strands etc.) in the gear teeth. Free up the course setter mechanism as
required or repair by complete replacement of the front panel
assembly.
TM2.1.3:ALgn FAIL (Course Setter Card Alignment Failure).
This failure message indicates that the autopilot has failed to detect the
alignment mark on the back of the course setter card during power up self
checks.
Possible causes of ALgn FAIL are: -
(i) Alignment mark missing: - Check the integrity of the white rectangular
marker on the rear of the course setter card at or close to the 090°
point.
10 x 5 mm
Clean or replace the marker as required.
(ii) Optical Switch failure (U18 etc on FIG TM6.6).
The network comprising U18/T1 U5(F) detects the leading and trailing
edges of the alignment marker to provide a 5v Schmitt trigger output
which can be initially checked by reference to the LINE STAT value in
diagnostics mode.
Refer to section TM5 and enter the diagnostic mode.

Step to the LINE STAT value.
Observe the left most digit as the course setter card is rotated using the
course setter knob.
The digit should change from 0 to 1 as the leading edge of the whole
alignment marker passes the optical switch and should return from 1 to
0 on the trailing edge.
If no change is noted, evaluate and rectify the Opto switch function as

necessary or repair by replacement of the complete front panel
assembly.
TM2.1.3:ALgn FAIL (Course Setter Card Alignment Failure) Continued.
NOTE: If the optical switch is replaced or a new alignment marker is fitted, it

will be necessary to reset the card alignment offset as follows: -
(a) Set the autopilot MODE switch to STANDBY
(b) Simultaneously press and hold the TRACK ON/OFF and TRIM SET
keys for 5 seconds.
(c) Use the TRIM SET or ZERO keys to rotate the course setter card
(clockwise or anticlockwise) as required to align the card reading with
the LCD value displayed in the ACTUAL HEADING window.
(d) Simultaneously press and hold the TEST (ALARMS) and CANCEL
(ALARMS) keys for 5 seconds to exit the card alignment mode.
TM2.2: Heading Sensor Fail Messages.
TM2.2.1: CPS HI FAIL (Signal amplitude from HSC too high).
The average signal amplitude can be read via access to the Diagnostic
mode and will normally be displayed as a number between 200 and 3840
(Section TM5 ‘Coil SIG’ refers). If the value is above 4095, clipping errors
may result and the CPS HI FAIL message is generated to warn of this
possibility.
(i) Check the HSC wiring ensuring that the excitation connections (RED or
BLACK) are not crossed with the sense windings (BLUE, WHITE,
GREEN).
Installation sections 2.2 and FIG 2.1 terminals 3 to 7 refer.
(ii) Check power supply and reference voltages as detailed in section

TM4.2.
(iii) If the above tests are good, the field strength of the compass magnet
may be too high in relation to the proximity of the HSC. In this event, if
will be necessary to move the HSC further away from the magnet by
introducing a non-ferrous space between coil and compass.
TM2.2.2: CPS LO FAIL (Signal Amplitude from HSC too low).
The average signal amplitude can be read via access to the Diagnostic
mode and will normally be displayed as a number between 200 and 3840
(Section TM5 ‘Coil SIG’ refers)
If the value is below 200, heading calculation errors may result and the
CPS LO FAIL message is generated to warn of this possibility.
TM2.2.2: CPS LO FAIL (Signal Amplitude from HSC too low) Continued.
(i) Check wiring and connection integrity of HSC to compass junction box
and autopilot (Installation section 2.2 and FIG 2.1 terminals 3 to 7
refer).
(ii) Check for open circuit HSC excitation winding: -

Remove plug from control unit main terminal block (N°s3 to 8). Check
excitation-winding resistance (approx 25ohms) between plug terminals
6(BLACK) and 7(RED).
(iii) If the excitation winding resistance is confirmed at approx 25ohms,

reinsert the plug (terminals 3 to 8) and remove the wire from the
terminal N°3.
Check for 3.5Vdc between the free wire end and terminal N°8 with the
autopilot MODE switch set to STANDBY.
Replace the wire and repeat for terminal N°s 4 and 5 with respect to
terminal N°8.
N.B. If wiring and connection integrity is confirmed (item (i)) followed by suspect
readings in (ii) or (iii) replace the HSC (Installation sections 1.2 and 2.2
refer).
TM2.2.3: CPS PHS FAIL (Signals from the 3 sense lines are not consistent).
This error message indicates that the HSC star winding phases are
unbalanced preventing accurate heading calculations and is typically due
to wiring defects between autopilot control unit and HSC or an internal
HSC fault.
(i) Check power supplies and reference voltages as detailed in section

TM4.2.
(ii) Check HSC wiring and connections at the compass junction box and
autopilot control unit (Installation sections 2.2 and FIG 2.1 terminals 3
to 7 refer).
(iii) Check the HSC star windings in accordance with TM2.2.2 item (iii).
N.B. If no fault area can be identified, the HSC must be regarded as suspect
and should be replaced (Installation sections 1.2 and 2.2 refer).
TM2.2.4: GYRO HI FAIL (Signal amplitude from gyro too high).
The average signal amplitude received from the isolated 1:1 synchro within
the gyro can be read via access to the Diagnostic mode and will normally
be displayed as a number between 200 and 3840 (Section TM5 ‘Sync SIG’
refers).
If the value is above 4095, errors may arise due to signal clipping and the
GYRO HI FAIL message is generated to warn of this possibility.
(i) Check the synchro wiring to ensure that the excitation connections
(rotor R1 and R2) are not crossed with the stator windings (S1, S2, S3)
with respect to terminal N°s 27 to 31 of Installation section FIG 2.1
(ii) Check the power supply and reference voltages as detailed in section
TM4.2.
(iii) If no fault area is located, reduce the excitation to the gyro synchro by
fitting a 470R 5% 0.25W resistor between terminals 30 and 31 (R1, R2)
of the autopilot control unit (Installation section FIG 2.1 refers).
TM2.2.5: GYRO LO FAIL (Signal amplitude from the Gyro synchro too low).
The average signal amplitude received from the isolated 1:1 synchro within
the gyro can be read via access to the Diagnostic mode and will normally
be displayed as a number between 200 and 3840 (Section TM5 ‘Sync SIG’
refers).
If the value is below 200, heading calculation errors may result and the
GYRO LO FAIL signal is generated to warn of this possibility.
(i) Check wiring and connection integrity (R1, R2, S1, S2, S3 to Autopilot
terminals 27 to 31 as shown in FIG 2.1 of installation section).
(ii) Check the synchro rotor and stator windings for high impedance/open
circuits.
TM2.2.6: GYRO PHS FAIL (Signals from S1, S2 and S3 are not consistent).
This error message indicates that the 3 star windings (S1, S2, S3) of the
synchro are producing unbalanced signals thus accurate heading
calculation is not possible.
(i) Check power supplies and reference voltages as detailed in section

TM4.2
(ii) Check synchro wiring and connection integrity for open circuits rotor
(R1, R2) and open/short circuits on stator windings (S1, S2, S3).
TM2.2.7: NO DATA (No NMEA 0183 heading data available).
This error message indicates that no valid NMEA 0183 heading sentence
is available to the selected (MAG or GYRO) input port.
(i) Refer to section TM5 and step to the CPS(MAG) or GYRO

CHARACTER(CHAR) COUNTER as appropriate. If the count reading
is increasing, characters are being received but the data is not valid.
(ii) Check the NMEA 0183 ‘A’ and ‘B’ input connection integrity at the
autopilot main terminal block.
Term N° Term N°
1=A 32 = A
MAG Input GYRO Input
2=B 33 = B
(iii) If the character counter (item(i)) suggests invalid data, check the
integrity of the 0183 data received from the heading data source (4800
baud, 1 stop bit, no parity, 8 data bits as specified in TM1.3)
(iv) If the character counter does not register characters received check
that the proprietary heading sensor is functioning.
TM2.2.8: 0180/0183 Data Fail (no valid cross track error data).
(i) Check that the proprietary cross track error source (GPS receiver,
plotter etc.) is functioning and that waypoint information has been
entered to establish a track.
(ii) Check that the autopilot Set Up parameter has been correctly selected
for NMEA 0180/0183 as appropriate (Installation section 3.4 stepping
to 3.5 refers).
(iii) Refer to section TM5 and enter the diagnostic mode stepping to CTE
CHARACTER COUNTER (CtE CHAr). If the count reading is
increasing, characters are being received but the data is not valid.
(iv) Check that the data received is in accordance with the NMEA standard
and that at least one of the following sentence types are available: -
APA, APB, RMB or XTE
(4800 baud, 1 stop bit, no parity, 8 data bits).

TM2.2.9: OHA HDG FAIL (Off Heading Alarm heading data fail).
If the OHA is programmed in Set Up for INDEPENDENT operation

(Installation section 3.31 refers) at least one Mag and one Gyro heading
input must be available to the autopilot such that a second valid source of
heading data is always present. The OHA HDG FAIL message is
displayed if one of the heading sources fail or does not exist.
(i) If only one heading input is available (Mag or Gyro) the OHA must be
programmed in Set Up for STANDARD operation (Installation section
3.4 stepping to 3.31).
(ii) Second heading input failure must be traced and rectified if

INDEPENDENT operation is to be restored.
(Relevant Mag or Gyro fail messages should be apparent).
TM2.3: Miscellaneous Failure Messages.
TM2.3.1: RRU FAIL (Rudder Reference Unit Failure).
This error message warns that an abnormally high rate of change or step
voltage change has been detected from the rudder reference unit
potentiometer, which is used to signal rudder position.
This might be caused by a ‘noisy’ or open circuit potentiometer track,

damaged wiring or intermittent feedback connections, or loose joints in the
mechanical linkage between rudder reference unit and rudder stock.
(i) The 2 digit display in the autopilot rudder indicator display can be used
to provide an accurate indication of the rudder reference unit
potentiometer integrity as follows: -
Set the autopilot MODE switch to STANDBY.
Use manual steering control to move the rudder from hard over Port to
hard over Stbd observing the 2-digit display in the process.
If the indicated rudder angle fails to follow the rudder smoothly and
accurately, a potentiometer fault is indicated.
(ii) Check the integrity of the +7Vdc potentiometer supply (terminals 24

and 26 in installation section FIG 2.1 and terminals 1 and 3/9 and 10 in
FIG TM1.4B or C as appropriate).
(iii) If the potentiometer supply voltage is stable but the wiper signal is
erratic at the rudder reference unit (terminal 2/9 FIG TM1.4 B or C) a
loose pot coupling or defective pot track is indicated within the
reference unit. (Check item 11 FIG 1.4A and replace potentiometer if
necessary – see section TM3.2).
(iv) Check mechanical linkage between rudder reference unit and the
steering system coupling point for smooth and unrestricted movement.
TM2.3.2: Steering Fail LED.
This alarm LED will illuminate if the autopilot has issued a rudder
movement demand but the steering system has failed to respond within a
period of two seconds. The alarm is automatically cancelled when the
rudder starts to move.
Likely causes of this failure alarm are as follows: -
(i) Steering pump(s) not running.
(ii) Air in hydraulic system causing delayed rudder response.
(iii) Rudder at maximum limit as defined by limit switch settings.
N.B. An open circuit limit switch (whether due to adjustment or defect) can be
evaluated by reference to final paragraph of ‘Limit Switches’ in section
TM1.4.
(iv) No rudder demand outputs from autopilot control unit or defective

solenoid(s): -
Check Red/Green rudder demand indicators on autopilot control unit

panel,
Check solenoid switchline and supply voltages (Installation section 2.6

refers).
(v) For solenoid output drive circuit details, refer to section TM3.1 and Figs
TM3.1.1 to 3.1.3, or replace the connector P.C.Board.
TM2.3.3: Power Fail LED.
This LED will illuminate in the event of external (ships) or internal battery
(autopilot control unit) power supply failure in all MODE switch positions
except OFF.
(i) Main (external) power supply failure: - If the autopilot is in an

operational mode (STANDBY, ON or REMOTE) when power failure
occurs, the POWER FAIL LED will illuminate accompanied by an audible
alarm driven from the internal batteries.
All other autopilot functions will power down and the autopilot system will
be inoperative.
Check 11-40Vdc power supply availability (terminals 46 and 47 FIG 2.1)
Check security link fitted (terminals 44 and 45 FIG 2.1)
Check both 2A fuses ( 2A FIG 2.1).

TM2.3.3: Power Fail LED (Continued).
(ii) Internal battery failure: - Provided the external (ships) power supply is
available, the autopilot will power up and function normally but the
POWER FAIL LED and audible alarm will be activated via the external
supply.
Continuous Alarm: - This indicates that the internal battery is

discharged.
N.B. The alarm can be silenced and a 24 hour boost charge automatically
initiated by 5 second operation of the CANCEL (ALARMS) key.
If the LED remains ON after the boost charge period, the 6V 11mAH NiMH
batteries (BT1 and BT2) on the connector P.C.Board must be replaced
(FIG TM 7.0 Refers).
Pulsed Alarm: - This indicates that the internal battery is open circuit and
must be replaced as above.
TM3.1: Port & Stbd Solenoid Switching Stages.
TM3.2: The Rudder Reference (Feedback) Potentiometer.
TM3.3: Auxiliary Relay Contacts.
TM3.4: Proprietary Remote Power Steer.
TM3.4.1: Full Follow Up and Non-Follow Up Operating Conditions.
TM3.4.2: Non Follow Up Mode Connections.
TM3.4.3: Full Follow Up Mode Connections.
TM3.4.4: Dodge Mode Connections.

TM3.1: Port & Stbd Solenoid Switching Stages.
The autopilot rudder demands and associated output stages are configured
such that the solenoid power supply is separated from, and may be fully
floating with respect to the Control Unit electronics power supply. As a
result, no common line requirement exists between the Electronic &
Solenoid Power supplies, which is particularly convenient in steering
systems employing independent rectified dc etc. for solenoid excitation.
In addition to the flexibility afforded by the floating supply capability, the

solenoids may also be connected for common positive (-VE switchlines) or
common negative (+VE switchlines) as required and as shown in FIGs
TM3.1.1 and TM3.1.2 respectively.
When connected for common positive operation, T5 and T6 (FIG TM3.1.3

refers) function as conventional FET switches to provide -VE switchlines at
terminals 67 and 69 respectively.
When connected for common negative, T5 and T6 operate as source

followers to provide +VE switchlines at terminals 66 and 68 respectively.
Integrated circuits U2 and U5 are photovoltaic devices activated by the Port

& Stbd rudder demand signals (received from the main P.C.Board) and
provide isolated Gate/Source bias for the solenoid switching transistor T5
(Port) and T6 (Stbd).
The double pole contacts of Relay 2 provide failsafe isolation of the

solenoids in the event of short circuit damage to output FET’s T5 and T6.
TM3.2: The Rudder Reference (Feedback) Potentiometer.
Whilst all Navitron Autopilot systems are supplied as standard with a

Rudder Reference Unit containing Limit switches and a 2K ohm feedback
potentiometer, it is useful to note that the Autopilot design flexibility affords
compatibility with a wide range of potentiometer types.
This feature enhances the spares and retrofit capability of the Autopilot
system in addition to simplifying new installation considerations associated
with unconventional rudder and/or steering gear configurations.
As a general rule, and provided always that the quality (resolution and life
rating etc.) of any alternative potentiometer employed is commensurate
with Autopilot application, compatibility is dependant upon the availability of
wiper voltage change of between 10mV and 95mV per degree of rudder
movement.
Provided the level of wiper voltage change is between the limits of 10mV
and 95mV per degree of rudder movement, the Autopilot system will
calibrate to produce internally an absolute reference of 54.9mV/degree.
F1
11-40Vdc +VE SOLENOID SUPPLY 61
SOLENOID
POWER 5A FUSES
SUPPLY -VE SOLENOID SUPPLY 62
F2
SOLENOID 63
COMMON +VE
AUX RELAY
(RLY1)
-VE SWITCH LINE

TO AUX LOAD 64
D D APPLICATION
NOTE TM3.3
65 G PORT DEMAND
R R
LINK
PORT SEE
-VE SWITCHLINE TO S SWITCH D
66 FIG
PORT SOLENOID (TR5) TM3.3
SOLENOID
SUPPRESSION 67 G STBD DEMAND
COMPONENTS LINK
-VE SWITCHLINE TO S STBD D
STBD SOLENOID 68 SWITCH
(TR6)
69
FIG TM3.1.1 AUTOPILOT CONTROL UNIT CONNECTOR BOARD SOLENOID TERMINAL BLOCK
FUNCTIONS WHEN SOLENOIDS ARE CONNECTED FOR COMMON POSITIVE.
F1
11-40Vdc -VE SOLENOID SUPPLY 61
SOLENOID
POWER 5A FUSES
SUPPLY +VE SOLENOID SUPPLY 62
F2
SOLENOID 63
COMMON -VE
AUX RELAY
(RLY1)
+VE SWITCH LINE

TO AUX LOAD 64
D D APPLICATION
NOTE TM3.3
65 G PORT DEMAND
R R
LINK
PORT SEE
+VE SWITCHLINE TO S SWITCH D
66 FIG
PORT SOLENOID (TR5) TM3.3
SOLENOID
SUPPRESSION 67 G STBD DEMAND
COMPONENTS LINK
+VE SWITCHLINE TO S STBD D
STBD SOLENOID 68 SWITCH
(TR6)
69
FIG TM3.1.2 AUTOPILOT CONTROL UNIT CONNECTOR BOARD SOLENOID TERMINAL BLOCK
FUNCTIONS WHEN SOLENOIDS ARE CONNECTED FOR COMMON NEGATIVE.
+12V
F1 5A
C
RED
D4 D5
REL2.A
REL1.A
1N4001
R16
A
2K2 F2 5A
TERMINAL BLOCK
.25W
61 SOLENOID SUPPLY
62 SOLENOID SUPPLY
26 WAY RIBBON CABLE R15 63 SOLENOID COMMON
C
1K5 REL1.B 64 AUXILARY
AUX 7 .25W
B T4 65 FET COMMON
BC182L 66 PORT FET SOURCE
R14
67 PORT FET DRAIN
68 STBD FET SOURCE
.25W
E
FROM MAIN P.C. BOARD (U11) FIG TM6.6 10K 69 STBD FET DRAIN
GND
FL1 103
T5
C
+12V D REL2.B
2 5
BZT03C47
RED
BUK555-60B
TERMINAL BLOCK D14
C17 D11
G
21
.25W
3 8
R40
A
U2 470P
S
390K
R47 PVI5080
.25W
.25W
R29
22 2K2 390R
NT920RRU
FL2 103
LIMIT SWITCHES
T6 D
REL2.C
BUK555-60B
23
C
2 5
BZT03C47
C18
G
D13
GREEN
D15
.25W
3 8
470P R39
U5 S
A
390K
26 WAY RIBBON CABLE PVI5080
C
.25W
R41
R43 1K5 R45
.25W
B T14 390R
PORT 11 .25W
BC182L 2K2
R46
.25W
FROM MAIN P.C. BOARD (U11) FIG TM6.6 E

10K R42 C
1K5
B T13
STBD 9 .25W
BC182L
R44 E FIG TM3.1.3. SOLENOID OUTPUT CONFIGURATION
.25W
10K
GND
TM3.2: The Rudder Reference (Feedback) Potentiometer (Continued).
Where a conventional Rudder Reference Unit with conventional geometry

is employed, this can be calculated as follows: -
Pot End Voltage Rudder Arm Length (Y)
X
Pot Track Angle Ref Unit Arm Length (X)
(See FIG TM3.2 for arm lengths X and Y)
N.B. Where a non-standard Rudder Ref. Unit is employed, the ratio of angular
movement(Rudder: Pot shaft) must be substituted for arm lengths X and Y.
Example 1:
A standard Autopilot Installation complete with Navitron Rudder Ref. Unit

with a coupling ratio (X:Y) of 1.5:1
Pot End Voltage (7V) Rudder Arm Length (1.0)
= X = 51.85mV/°
Track Angle (90°) Ref. Arm Length (1.5)
Example 2:
A standard NT921G or NT990G series Control Unit installed to a 2:1

reduction gear driven alternative potentiometer shaft and based on the
following assumptions: -
Coupling (gear) ratio (rudder: pot shaft) = 2:1

Pot track angle 270°
Pot End Voltage (7V) Pot Shaft Movement 1
= X = 12.96mV/°
Track Angle (270°) Rudder Movement 2
(Since the figure of 12.96mV/degree falls between the limits of 10 to

95mV/degree, the application is viable).
Compatible solutions are generally available for potentiometer values

between 500 ohms - 5K ohms and track angles of 80° - 330°. If in doubt
consult Navitron Systems Ltd.
TM3.3: Auxiliary Relay Contacts.
A single pole normally open contact is provided by means of REL1 via

terminal 64 of the Autopilot connector board solenoid terminal block (FIGs
TM3.1.1 and TM3.1.2).
It should be noted that the switchline polarity is dependent upon the

solenoid switchline polarity selected and that any auxiliary load will be
common with the solenoid power supply.
(In the event that the auxiliary load is required to be isolated from the
solenoid power supply, an external relay – energised via terminal 64 –
should be introduced).
The aux. switchline is fused @ 5A and is: -
+VE when the solenoids are configured common –VE
OR
-VE when the solenoids are configured common +VE
And is Open (Off) or Closed (On) as follows: -
Autopilot Mode Aux Contact

Off Open (Off)
Standby Open (Off)
On Closed (On)
Remote Closed (On)
TM3.4: Proprietary Remote Power Steer Connections.
All Navitron Autopilots are internally equipped to accept both Follow Up

and Non Follow Up signal inputs from virtually and type of potentiometric
(Follow Up) or Jog Switch (Non Follow Up) remote station. Facilities are
also included for remote ‘Dodge’ operation.
TM3.4.1: Full Follow Up and Non Follow Up Operating Conditions.
Follow Up (FU) and Non Follow Up (NFU) steering is available when the
Autopilot MODE switch is in the REMOTE position and is activated by the
proprietary Remote Station ON/OFF switch: -
Remote Power Steer Operation

Autopilot Mode Switch Position
Available
OFF NONE
STANDBY NONE
ON NONE
Power Steering (Autopilot Override)
Remote Available when Remote Station
ON/OFF Switch Set to ON.
A remote power steer ‘ON’ condition is confirmed at the Autopilot Control

Unit by the illumination of the ‘Remote’ LED and is accompanied by an
audible bleep at regular 10 second intervals to signify that an Autopilot
override conditions exists.
N.B. The audible bleep can be permanently silenced via the Set Up mode if not
required (See installation section 3.25).
It is important to note that when a Remote Steer Station is operational (ON)

the Autopilot ceases to make automatic heading corrections reverting
instead to the ‘STANDBY’ condition which enables the Course Setter card
to ‘Track’ any change in ships heading as a result of FU or NFU Remote
station demands. This allows PERMANENT Course alteration to be made
from a Power Steer station since the autopilot will automatically resume
control of the vessel and maintain whatever new heading prevails when the
Remote Power Steer Station is switched ‘OFF’.
TM3.4.2: Non Follow Up Mode (FIG TM3.4.2 refers).
In this mode, rudder will continue to be applied at all times that the remote
tiller is in the Port or Starboard position and will only stop when the tiller is
centralised. Whilst the value of R1 will not affect the rudder angle applied, a
value of 10K ohms should still be inserted to prevent short circuit paths
arising from simultaneous operation (in opposite directions) of multi station
systems.
TM3.4.3: Full Follow Up Mode (FIG 3.4.3 refers).
In this steering mode, Automatic Permanent Helm (APH) is cancelled thus

the maximum angle of rudder (+/- 30° etc.) will be relative to midships
rudder.
N.B. The value of Resistor R1 will determine the maximum angle of rudder that
will be applied by the Remote station in the Follow Up and Dodge modes in
accordance with Table A.
+/- Max Rudder Angle 35° 30° 25° 20° 15° 10° 5°
R1 (ohms) 39K 56K 75K 100K 150K 240K 560K
Table A.
TM3.4.4: Dodge Operation (FIG TM3.4.4 refers).
Remote Dodge operation is available when the Autopilot MODE Switch is

in the ‘REMOTE’ position and proprietary Remote Station ON/OFF switch
is set to ‘ON’
The ‘ON’ condition is confirmed at the Autopilot Control Unit by illumination

of the ‘REMOTE’ LED and is accompanied by an audible ‘bleep’ at regular
10 second intervals to signify that an Autopilot override condition exists.
Remote station Dodge demands will result in Follow Up or fixed rudder

angle application (R1 refers) to produce TEMPORARY course change
since, when the remote station is switched ‘OFF’, the ships head will
automatically be turned to the original Autopilot course.
Since the ‘DODGE’ mode is associated with temporary course change, any
previously determined angle of rudder attributable to Automatic Permanent
Helm (APH) is retained thus the maximum angle of rudder applied via the
Dodge station will be relative to (i.e. will add to or subtract from) the APH
rudder offset angle.
FIG TM3.4.2 Non Follow Up Remote Steer Connections.
FIG TM3.4.3 Full Follow Up Remote Steer Connections.
FIG TM3.4.4 Dodge Mode Remote Steer Connections.
Refer to table A for R1 values.

TM4.0: Autopilot Control unit Power Distribution.
The electronics power distribution within the autopilot control unit is shown
in FIG TM4.1.
The Ships dc supply (11-40Vdc) is fed via connector board terminals 46

(+VE) and 47 (-VE) through 2A fuses F3/F4 and diode D42 to power up
relay REL3. The mode switch mounted on the main P.C.Board turns on
REL3 via the security loop/undervoltage/overvoltage circuit to introduce
ships supply to the input of the SMPS and can be measured on TP2 with
respect to TP1 (0V). The SMPS produces a regulated +12Vdc supply
which can be measured on TP5 and which is routed directly to main
terminal block N°s 14 and 28 (for external components) and to the main
P.C.Board via 26 way ribbon cable terminals 35/36 (+12V) and 23/24 (0V).
TM4.1: Failure of the Autopilot to Power Up.
TM4.2: Checking Regulated Supplies and References.
TM4.2.1: The Connector P.C.B.
TM4.2.2: The Main P.C.B.
TM4.3: Regulated Supplies to External Components.
TM4.1: Failure of the Autopilot to Power Up.
If the autopilot fails to power up when the MODE switch is set to

STANDBY, proceed as follows: -
N.B. If a POWER FAIL alarm condition exists, refer to section TM2.3.3.
(i) Check that the ships supply to terminals 46 (+VE) and 47 (-VE) is
between 11 and 40 Vdc.
(ii) Check that the security link is fitted between terminals 44 and 45.
(iii) Check that the main P.C.B to connector P.C.B ribbon cables are
properly inserted.
(iv) Check 2A fuses F3 and F4.
(v) If the above tests do not identify the fault, check voltages as listed in
TM4.2.
NT990G
NT990G
45
44
TM4.2: Checking Regulated Supplies and References.
TM4.2.1: The Connector P.C.Board (FIG TM7.0).
With the Autopilot MODE switch set to STANDBY, measure all voltages
with respect to terminal 8 (0V).
(i) Check +12V (+10.8V to 11.5Vdc) supply at terminal 14.
If voltage is correct, check as in (v) below.

If voltage measured is zero or very low: -
(ii) Disconnect the ribbon cables from the connector P.C.B and remove the
front panel assembly.
(iii) Temporarily link TP1 on the connector P.C.B to the cathode of D30 (see
FIG TM7.0) and remeasure voltage as specified in (i) above.
If the +12Vdc regulated supply is now available on terminal 14, the fault
is confined to the front panel sub assembly (see FIG TM4.1 for 0V
switch feed and switch line ribbon connector N°s 23/24 and 18
respectively and MODE switch operation).
If the voltage measured at terminal 14 is still zero or very low: -
(iv) Fault is confined to the connector P.C.Board (see FIG TM7.2) or to

short circuits/defective wiring associated with external components (see
section TM4.3).
(v) Check +7Vdc (6.95 to 7.05Vdc) supply at terminal 7.

Check +3.5Vdc reference (3.49 to 3.5Vdc) at terminal 16.
N.B. If voltages are correct but control unit does not power up, 5Vdc and 2.5Vdc
voltage regulation on the main P.C.Board is suspect and should be
checked as listed in section 4.2.2 (ii).
If voltages measured at terminals 7 and 16 are zero or very low, the +7V
regulator on the main P.C.Board is suspect or short circuits/defective wiring
associated with external components are degrading the +7V/3.5V
references.
Check main P.C.Board test points as listed in section 4.2.2.

TM4.2.2: The Main P.C.Board (FIG TM6B).
Provided the +12Vdc regulated supply is available to the main P.C.Board

from the connector P.C.Board, the following power supply voltages should
be developed by main P.C.B mounted voltage regulator stages.
All voltages should be measured on the main P.C.Board test points (TP6,
TP7 etc.) with respect to TP9 (0V).
(i) Check +12Vdc (10.8 to 11.5Vdc) at TP7.

(Dependent only on 26 way ribbon connector continuity if voltage
measured in 4.2.1 (i) is correct).
(ii) Check +7Vdc (6.95 to 7.05Vdc) at TP9.

(If voltage is zero or low, isolate external +7V components by
disconnection of the 34 way ribbon cable between main P.C.Board and
connector P.C.Board).
If +7V/3.5Vdc can now be measured on main P.C.Board fault is

confined to short circuits/defective wiring associated with +7V/3.5Vdc
dependent external components (see section 4.2.3).
If +7V/3.5Vdc measurements are not improved by ribbon cable

disconnection, the fault is confined to the main P.C.Board.
(Voltage regulator circuitry on FIG TM6.4).
(iii) Check +5Vdc (4.8 to 5.2Vdc) at TP6.

(If voltage measured is zero or very low, isolate 5Vdc connector
P.C.Board components by disconnection of the 34 way ribbon
connector between main P.C.Board and connector P.C.Board).
If +5Vdc can now be measured on the main P.C.Board, fault is confined

to the connector P.C.Board. (See LK1, R56 on FIG TM7.4 and T15, U7,
T23, U10 etc on FIG TM7.1).
If +5Vdc measurement is not improved by ribbon cable disconnection,

the fault is confined to the main P.C.Board (Voltage regulator circuits on
FIG TM6.4).
(iv) Check +3.5Vdc (3.49 to 3.5Vdc) at TP1.

(The +3.5V reference is derived directly from the +7Vdc regulated
supply – see item (ii) above).
(v) Check +2.5Vdc (2.4 to 2.6Vdc) at TP4.

(The +2.5Vdc reference is derived directly from the +5Vdc regulated
supply – see item (iii) above).
TM4.3: Regulated Supplies to External Components.
Since the regulated supplies generated within the Autopilot Control Unit are
use to power, or provide references for, external components (Feedback
potentiometer, Limit switches etc.) defects associated with such
components (including cables and connections) are capable of degrading
the +12V, +7V and +3.5 levels.
Where incorrect values are measured at the Control Unit main terminal
block, temporary disconnection of supplies and references to external
components at the main terminal block may assist fault location.
Key terminal block numbers are as follows: -
14
+12V supply to limit switches
and ancillary units.
21
7 +7V supply to feedback potentiometer

Mag Heading Sensor Coil and ancillary See Terminal Block
24 units (power steer controls etc.) Services in Installation
Section FIG 2.1
And
V Ref (3.5V) to ancillary
16 Rudder Angle Indicators. Technical Manual
Section FIG TM4.1.
26 0V supplies to feedback potentiometer

Mag Heading Sensor Coil and ancillary
41 units
56
TM5.0: Diagnostic Utility.
The NT921G and NT990G incorporate a comprehensive diagnostic utility to

facilitate rapid fault diagnosis.
To enter the diagnostic mode press ZERO and TRACK ON/OFF for 5
seconds. Entry into diagnostics is confirmed by COIL followed by SIG being
displayed in the Actual heading LCD display. All diagnostic entries follow the
same format with two annunciator displays followed by the actual reading. The
annunciators will be repeated at 3 minute intervals as a reminder. To step to
the next parameter press the TEST ALARMS key, to go back to the previous
parameter press the CANCEL ALARMS key. To exit diagnostics press TEST
ALARMS and CANCEL ALARMS for 5 seconds. A complete diagnostic table
is presented below with brief explanations for each entry.
ANNUNC’ 1 ANNUNC’ 2 VALUE COMMENT
COIL SIg XXXX Indication of strength of signal from magnetic

HSC, Valid range is 200 to 4095.
COIL PHS1 XXXX HSC phase 1 A/D value, 2048=Vref,

1 bit=1.7mV.
COIL PHS2 XXXX HSC phase 2 A/D value.
COIL PHS3 XXXX HSC phase 3 A/D value.
COIL OFFS XXXX HSC offset value (phase sum) should be

close to 0, fails if greater than 1/6 of COIL
Sig value.
Sync SIg XXXX Indication of strength of signal from 1:1

isolated synchro within the proprietary gyro.
Valid range is 200 to 4095.
Sync PHS1 XXXX Sync phase 1 A/D value, 2048=Vref,

1 bit =1.7mV.
Sync PHS2 XXXX Sync phase 2 A/D value.
Sync PHS3 XXXX Sync phase 3 A/D value.
Sync OFFS XXXX Sync offset value (phase sum) should be

close to 0, fails if greater than 1/6 of Sync
Sig value.
rudd Pot X.XX Front panel RUDDER control value, 1.00

to 5.00.
yAuu Pot X.XX Front panel YAW control value, 1.00 to 5.00.
OFF Hdg 111111 OFF HDG ALARM switch, each mark

indicates the state of associated switch line,
HIGH or LOW. The marks from left to right
follow the switch in a clockwise direction, far
left mark is line for 1.5, far right mark is line
for 30. Switch pulls line low.
TM5.0: Diagnostic Utility (Continued).
rudd Linn XX.X RUDDER LIMIT control setting in degrees.
Coun Sig X.XX COUNTER rudder signal value, displayed

in volts 2.5V= reference level (0).
CArd Hdg XXX.X Actual position of the course setter card in

th
degrees, resolution is 1/8 degree, useful for
testing the optical encoder.
LinE StAt XXXX Control line status monitor, displayed in

binary in the following order: -
OPTO ALIGNMENT SWITCH,
REMOTE STANDBY, RUDDER DISABLE,
SOLENOID DISABLE.
rSC StAt XXX REMOTE STEER CONTROL line status, in

binary in the following order: -
NFU, FU, DODGE. Lines are active low (0).
rru Sig XXXX RUDDER REFERENCE UNIT signal, in

decimal 2048=midships 1.7mV per bit, less
than 2048 is STBD rudder.
Port StAb XXXX Port rudder stability value.
Stbd StAb XXXX Stbd rudder stability value.
rSC Sig X.XX REMOTE STEER CONTROL signal, in volts

3.5V is midships, less than 3.5V is STBD,
55mV/ rudder.
CtE SEnt SE:XX Cross track error sentence selected

00=none, 01=APA, 02=RMB, 03=XTE,
04=APB.
CtE Sig X.XXr/L Cross track error value received, undamped.
CtE Cnt XXXX Number of valid CTE sentences received in

the last 15 seconds.
CtE FL:Pt XXXX CTE character fail pointer.
CtE CHAr XXXX CTE total characters received.
CPS SEnt SE:XX MAG 0183 sentence selected

00=none, 01=HDT, 02=HDG, 03=HDM,
04=HCC.
CPS Hdg XXX.X MAG 0183 heading received.

(“----“ = no valid heading)
CPS FL:Pt XXXX MAG 0183 character fail pointer.
CPS CHAr XXXX MAG 0183 total character counter.
gyro SEnt SE:XX GYRO 0183 sentence selected

00=none, 01=HDT, 02=HDG, 03=HDM,

04=HCC.
TM5.0: Diagnostic Utility (Continued).
gyro Hdg XXX.X GYRO 0183 heading received.

(“----“ = no valid heading).
gyro FL:Pt XXXX GYRO 0183 character fail pointer.
gyro CHAr XXXX GYRO 0183 total character counter.
0183 orun XXXX 0183 over run counter, indicate

communication errors on the 0183
interfaces, possibly due to incorrect baud
rate or reversed wires.
CPS dEU +/-XX.X Deviation value applied to HSC heading.

TM6.0: NT921G/990G Main P.C.Board Schematic and Layout.
The main P.C.B diagrams are presented on the next 9 pages.
Since the majority of the main P.C.Board circuitry is heavily software

orientated, only fixed level dc regulated supplies and reference voltages
(section TM4) in addition to certain failure related display messages (section
TM2) are offered as fault location guides to component level.
Suspected main P.C.B faults will otherwise normally be confirmed by

diagnostic inspection (section TM5) beyond which a replacement P.C.Board
should be fitted for repair purposes.
FIG TM6A: NT921G/990G Main P.C.Board Component Layout.
(Display, illumination and potentiometer side)
FIG TM6B: NT921G/990G Main P.C.Board Component Layout.
TM7.0: NT921G/990G Connector and Ground Plane P.C.Board Schematics

and Layouts.
The connector P.C.B diagrams are presented on the next 5 pages followed by
the Ground Plane P.C.B.
The Connector P.C.Board carries all of the Autopilot Control Unit input/output
terminals and embodies various circuit functions identified as follows: -
FIG TM7.0: Connector P.C.Board Component Layout.
FIG TM7.1: Connector P.C.Board input/output port schematic details.
FIG TM7.2: Power Up circuitry, +12V Regulated *SMPS) supply, overvoltage

protection, Power fail alarm detection and internal battery
charging.
FIG TM7.3: Control Panel backlight and signal LED illumination.
FIG TM7.4: Isolated +5Vdc supply and NMEA 0183 output data drive
circuitry, Furuno data output stages and +5V/+12V amplitude
selection.
Groundplane P.C.Board: -
FIG TM7.5: Groundplane P.C.Board Component Layout.
FIG TM7.6: Groundplane P.C.Board Schematic.

FIG TM7.0: NT921G/990G Connector P.C.Board Component Layout.
FIG TM7.5: NT921G/990G Groundplane P.C.Board Component Layout.

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NAVITRON SYSTEMS LTD

Tel: (023) 9249 8740

Part 1 – Installation Manual

General: Basic System Configuration and Outline Specification.

Section 1: Standard Unit Dimensions and Installation.

Section 2: Standard Unit Cables and Connections.

Section 3: Installation Adjustments and Alongside Trials.

Section 4: Optional Equipment Installation

Part 2 – Technical Sections

Section TM1: Basic system component data.

Section TM2: Failure alarms and messages.

Section TM3: Application Notes.

Section TM4: Autopilot Control Unit Power Distribution.

Section TM5: The Diagnostic Utility.

Section TM6: Main P.C.Board layout and schematics.

Section TM7: Connector and groundplane P.C.Board layout and

All Navitron Autopilot systems are designed and developed by Navitron

Accordingly, all models in the NT920/921/925/990 range are equipped with

In addition to the PID intelligence inherent in the NT990G control

These calibration parameters are externally programmable during

Further standard features of the NT990G Autopilot systems include: -

(i) Up to 4 simultaneous heading inputs.

Designed to operate from a supply voltage of 11-40Vdc the standard

FIG 1 - NT990G System Configuration

NT990G Autopilot Input/Output Specifications

Supply Voltage Range 11-40Vdc NMEA 0183 (Isolated RS422)

Section 1: Standard unit dimensions & Installation.

1.1 The NT990G Control Unit.

1.2 The Heading Sensor Coil type HSC2.

1.3 The Heading Sensor Coil type HSC1.

1.4 The Compass Junction Box.

1.5 The Rudder Reference Unit.

Installation Note – Radio frequency Interference (RFI).

However, any potential risk of cross coupling should be minimised where

1.1 The NT990G Control Unit Installation (FIG 1.1).

Outline dimensions and mounting details are shown in FIG 1.1.

FIG 1.1 – NT990G Control Unit Outline

1.2 The Heading Sensor Coil type HSC2.

Navitron Heading Sensor Coil type HSC2 contains encapsulated electronic

The Heading Sensor Coil (HSC2) should be mounted above or below a

NB: INTERNALLY GYMBALLED COMPASSES ARE NOT SUITABLE

A mounting bracket in non-magnetic material should be employed and the

Later calibration may determine that a non-magnetic spacer must be

FIG 1.2 HSC2 Mounting Details.

1.3 Heading Sensor Coil type HSC1 Installation (FIG. 1.3).

NB: INTERNALLY GYMBALLED COMPASSES ARE NOT SUITABLE

A mounting bracket in non-magnetic material should be employed and the

Later calibration may determine that a non-magnetic spacer must be

FIG 1.3 HSC1 Mounting Details.

5-Core Heading Sensor Coil type HSC1 Compass Junction Box

Compass Junction Box connections when the Heading Sensor Coil is

Compass Junction Box connections when the Heading Sensor Coil is

1.4 Compass Junction Box Installation (FIG 1.4).

FIG 1.4 Compass Junction Box Outline Dimensions.

1.5 Rudder Reference Unit Installation (FIG 1.5).

FIG 1.5 Rudder Reference Unit Outline Dimensions.

STBD RUDDER PORT

FIG 1.5.1 Rudder Reference Unit Installation.

N.B. The relative arm lengths of X and Y (the X: Y ratio) should be