ComNav Commander P2 Installation and Operation Manual

Commander P2 & P2VS
Advanced Autopilot Systems

Installation & Operation Manual
PN 29010074 V4.0
ComNav Commander P2 & P2VS Installation & Operation
Welcome
Congratulations on your purchase of a ComNav Marine P Series Commander Advanced Autopilot System! Developed using ComNavs many years of experience in autopilot design, the Commander P2 & P2VS autopilots provide superior performance and advanced features, when compared to other products in their class. At ComNav, we are proud of our prominence as a leader in the design and manufacture of marine autopilot systems. Our dedication to performance and reliability will ensure your satisfaction with your new autopilot.
ComNav Marine Ltd.

#15 13511 Crestwood Place Richmond, B.C. V6V 2G1 Canada Tel: 604-207-1600 Fax: 604-207-8008 Web: www.ComNav.com E-mail: Sales@ComNav.com Service@ComNav.com
Warranty Notice
Prior to the installation and/or operation of the equipment, please take a moment to read and accept the conditions of the warranties as detailed in the Warranty Information section of this manual.
WARNING
This Autopilot is only an aid to navigation. Whenever underway, your vessel must always be under the control of a qualified and alert person who regularly and consistently ensures that the course and position of the vessel is correct and that the operating area is safe. You must always be in a position to resume manual control if the need to do so arises. The performance of the Autopilot can be affected by many factors, including equipment failure, environmental conditions, and improper handling or use. The Autopilot does not reduce your responsibility for the control of the boat when underway. Additionally, the Autopilot should never be used in areas where it is considered unsafe due to obstacles, other marine traffic, poor weather or sea conditions, or any other condition that could create a dangerous situation or where it may be unlawful. Never place Magnetic material or equipment near magnetic or fluxgate compasses connected to the autopilot system. Do not use WIND mode when wind conditions are strong or gusting over 25 knots. This may cause the vessel rudder to become overpowered and the vessel could broach or create other dangerous situations. Prior to commencing the gybe manoeuvre, you must ensure that the boom is properly centered and controlled. Take all necessary precautions to ensure that the boom does not strike any persons or objects since it may result in serious injury or damage.
Document PN 29010074 V4.0 -1-
General Notice This document, ComNav part number 29010074 Version 4 Revision 0, is the approved Installation and Operation Manual for use with the ComNav Commander P2 and Commander P2VS Advanced Autopilot Systems. Where versions of this manual exist in other languages, the English language version shall be considered authoritative.
Special Note This manual applies ONLY to Commander P2 systems running firmware version numbers 4.0 and later, and Commander P2VS systems with version 1.0 or later. For Commander P2 systems with earlier firmware versions (which have numerous differences from firmware version 4.0), please refer to version 3.1 of this manual. .
Document PN 29010074 V4.0
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Document History
Revision 1R1 2R0 2R1 Date 27 April 2005 04 January 2006 29 August 2006 DC DC DC & DTO By First Release Updated for new software release corrected SPU NEMA 0183 Connection Diagram to show correct order of NAV 1 & 2 input pins corrected SPU PC Connection Diagrams to show use of NAV #1 input pins instead of NAV #2 added Document History table (this table) 2R2 07 September 2006 DTO revised Control Head Connection description text, and associated Wiring Connections Diagram, to include the new alternative colour-coding of the cable brand name change added info on Vector GPS compasses updated compass installation & setup procedures updated General Specifications revised external Jog Control connection information updated information on SPU connectors & wiring Head menu figures are now easier-to-read screen shots Firmware Upgrade info now in separate kit Warranty statement is now in a separate document 3R1 14 December 2007 DTO added Compass Safe Distance information, Table 19 re-organized modes & menus information for easier use moved all using the Head information into one area added Wind Vane with NX2 Instrument/Server wiring info, Figure 45 & Figure 46 deleted one MPN for fuse F1, Table 10 updated Error Messages lists, Appendix 3 updated dimensions, Appendix 7 08 January 2009 DTO edited & re-organized numerous sections, to improve readability & clarity added information on new & changed features & functions in the P2 firmware version 4.00 added information on the P2VS version 1.00 restored the Standard Autopilot Warranty statement 4R0 26 January 2011 JLU added information on new compass setup procedure added Large vessel configuration Description
3R0
27 September 2007
DTO
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About this Manual

This manual provides essential information for the safe and reliable operation of the Commander P2 and Commander P2VS Autopilot Systems. Note: all references to Commander P2, P2, P Series or autopilot in this manual should be taken as applying to either model, unless specified otherwise. You are urged to read this manual in its entirety before you use your autopilot for the first time, and to keep it handy until you become thoroughly familiar with the operation of your autopilot. Typefaces, Common Phrases & Terms Throughout this manual, you will see a number of different typefaces used, and several commonly-used words & phrases with very specific meanings, to describe concepts & actions that are fundamental to the operation of the autopilot. Please take a moment to become familiar with the following:
System Component Specific system components are capitalized. Example: the Control Head
Modes of Operation Specific modes of operation are placed in bold uppercase lettering. Example: POWER STEER mode.
LCD Display Text that appears in the LCD display is in quotation marks. Example: Waypoint Arrival
Button Control Head buttons & the knob are in bold small-caps lettering. Example: the TURN button
Press or momentary press Press and release the indicated button Double-press Press and release the indicated button twice in rapid succession. Although this sounds a little complicated, it is actually very easy to do. If you use a personal computer, you will find that this is similar to a double-click of the mouse buttons.
Press and hold Press and hold the indicated button for approximately 1 second. Press and maintain Press and hold the indicated button for as long as required to achieve a desired result.
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Manual Format This manual has been formatted to be printed on both sides of the pages of the manual, and on standard North American Letter-size paper (8.5 x 11). If you have obtained this manual as a soft-copy, please note that it is in Adobe Portable Document Format (pdf), and so may be viewed & printed with Adobe Reader, or compatible pdf-format viewers. When printing this manual with Reader, you should select duplex printing (or the equivalent term used by your printers software driver), in order to print it double-sided on the paper. If your printer does not have built-in duplexing capability, you can still print this manual double-sided by following the instructions that came with your printer for doing hand duplexing. You should also select the Auto-Rotate and Centre option in the Print Dialog box, de-select the Choose Paper Source by PDF page size option, and set Page Scaling to None (Readers default setting is Shrink to Printable Area, which is printer-dependant, and usually ~97% but no such shrinking is needed for this manual).
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Table of Contents, Lists of Figures & Tables
Table of Contents
Welcome ___________________________________________________________________________ 1
Warranty Notice ......................................................................................................................................................... 1 Document History ....................................................................................................................................................... 3 About this Manual....................................................................................................................................................... 4
Table of Contents ___________________________________________________________________ 6

List of Figures ........................................................................................................................................................... 13 List of Tables ............................................................................................................................................................ 15
How Autopilots Work _______________________________________________________________ 18

Manual Steering ....................................................................................................................................................... 18 An Autopilot System ................................................................................................................................................. 19 Autopilot Operation................................................................................................................................................... 20 Maintaining a Heading: AUTO Mode .................................................................................................................... 20 Changing Heading............................................................................................................................................ 21 Wind and Current Effects ................................................................................................................................. 22 Following a Track: NAV Mode .............................................................................................................................. 22 Following a Track: AUTO/ALC Mode ................................................................................................................... 23 Power Steer: Drive by Wire................................................................................................................................ 23 More Information (for the Technically Inquisitive) ................................................................................................. 23
System Overview ___________________________________________________________________ 26

Control Head ............................................................................................................................................................ 27 Signal Processor Unit ............................................................................................................................................... 28 Compasses .............................................................................................................................................................. 29 Vector G2 and G2B GPS Compasses.................................................................................................................. 29 Navigator G2 GPS Compasses Display ............................................................................................................... 30 Fluxgate Compasses............................................................................................................................................ 31 Heading Rate Stabilizer........................................................................................................................................ 32 Magnetic Compass Sensor .................................................................................................................................. 33 Magnetic Compasses ........................................................................................................................................... 33 45 Compass Transducer..................................................................................................................................... 34 Tri-Axis Rate Gyro Compass ................................................................................................................................ 34 Other Compasses ................................................................................................................................................ 34 Rudder Follower Units & Wind Sensors ................................................................................................................... 35 Standard Rotary Rudder Follower Unit & Rudder Linkage ................................................................................... 35 Heavy Duty Rotary Rudder Follower Unit............................................................................................................. 35 Linear Rudder Follower Unit................................................................................................................................. 36 Twin-Fin Wind Transducer ................................................................................................................................... 36 Auxiliary Controllers ................................................................................................................................................. 36 CR-203 Remote ................................................................................................................................................... 37 TS-203 Remote .................................................................................................................................................... 38 Other Controls & Indicators ...................................................................................................................................... 39 NFU Jog Steering Control .................................................................................................................................... 39 Rudder Angle Indicator (RAI) ............................................................................................................................... 39 Control Head Mounting & Cover Kits........................................................................................................................ 40 Rudder Drives and Interfaces................................................................................................................................... 41 CT7 Thruster Interface ......................................................................................................................................... 41 Other Drive Boxes ................................................................................................................................................ 42 Pumps & Drives ................................................................................................................................................... 43 Document PN 29010074 V4.0 -6-
Other Equipment ...................................................................................................................................................... 43
Installation ________________________________________________________________________ 46
Basic Requirements ................................................................................................................................................. 46 Steering System ................................................................................................................................................... 46 Power Supply ....................................................................................................................................................... 46 Special Tools........................................................................................................................................................ 46 Fasteners ............................................................................................................................................................. 46 Control Head ............................................................................................................................................................ 47 Electrical Connection ....................................................................................................................................... 47 Signal Processor Unit............................................................................................................................................... 47 Electrical Connection ....................................................................................................................................... 47 Compasses .............................................................................................................................................................. 48 Compass Deviation .............................................................................................................................................. 48 Common Installation Considerations.................................................................................................................... 48 Magnetic Compass and Sensor ........................................................................................................................... 50 Electrical Connection ....................................................................................................................................... 50 Fluxgate Compass ............................................................................................................................................... 51 Electrical Connection ....................................................................................................................................... 51 Heading Rate Stabilizer ....................................................................................................................................... 52 Electrical Connection ....................................................................................................................................... 52 45 Compass Transducer .................................................................................................................................... 52 Electrical Connection ....................................................................................................................................... 52 Tri-Axis Rate Gyro Compass................................................................................................................................ 52 Electrical Connection ....................................................................................................................................... 53 Rudder Follower Unit ............................................................................................................................................... 54 Rotary Rudder Follower Unit ................................................................................................................................ 54 Electrical Connection ....................................................................................................................................... 55 Heavy Duty Rotary Rudder Follower Unit ............................................................................................................ 55 Linear Rudder Follower Unit ................................................................................................................................ 56 Electrical Connection ....................................................................................................................................... 58 Other Equipment ...................................................................................................................................................... 59 Wiring the System .................................................................................................................................................... 60 Signal Processor Unit........................................................................................................................................... 60 Connectors on the SPU.................................................................................................................................... 60 Wire Sizes ........................................................................................................................................................ 61 Power Supply ....................................................................................................................................................... 62 Power Supply Extension .................................................................................................................................. 63 Drive Box Power Supply................................................................................................................................... 63 Input & Output Connections ................................................................................................................................. 64 Control Head .................................................................................................................................................... 64 Auxiliary Controller(s) ....................................................................................................................................... 64 NFU Jog Steering Controls .............................................................................................................................. 65 Compasses ...................................................................................................................................................... 66 Wind Transducer .............................................................................................................................................. 68 Rudder Follower Unit........................................................................................................................................ 70 Rudder Angle Indicators ................................................................................................................................... 70 Drive Outputs ....................................................................................................................................................... 71 Reversing DC Motor Hydraulic Systems .......................................................................................................... 71 Linear Actuators or Mechanical Rotary Drives ................................................................................................. 71 Shunt-Field Reversing Motors .......................................................................................................................... 71 Document PN 29010074 V4.0 -7-
Standard Four-Way Solenoid-Activated Hydraulic Valves ................................................................................ 72 Two-Speed Solenoid Valves ............................................................................................................................ 73 A.C. Solenoids.................................................................................................................................................. 74 Proportional Solenoid Valves ........................................................................................................................... 74 Azimuth Drives, Surface Piercing Drives and Jet Drives .................................................................................. 75 External Alarm Output .......................................................................................................................................... 76 Speed Mode & Timing Outputs ............................................................................................................................ 78 Navigation Data .................................................................................................................................................... 79 Signal Names ................................................................................................................................................... 80 RS-422 Electrical Interface ............................................................................................................................... 80 Typical RS-422 Signals ................................................................................................................................ 81 RS-232 Electrical Signals ................................................................................................................................. 82 Status LEDs ..................................................................................................................................................... 82 Other Connections ............................................................................................................................................... 82 Thruster Interface ............................................................................................................................................. 82 ComNav Network ............................................................................................................................................. 82 Final Steps & Post-Installation Checks..................................................................................................................... 83 Electrical Checks .................................................................................................................................................. 83 Completing the Wiring .......................................................................................................................................... 83
Setting Up _________________________________________________________________________ 86
Dockside Setup Menu .......................................................................................................................................... 86 Reset ................................................................................................................................................................ 87 Vessel Type...................................................................................................................................................... 87 Compass Setup ................................................................................................................................................ 88 Drive Setup....................................................................................................................................................... 88 Exit ................................................................................................................................................................... 88 Alarm O/P (Alarm Output) ................................................................................................................................ 88 Thrust Type ...................................................................................................................................................... 88 Thrust MIN........................................................................................................................................................ 88 Thrust MAX ...................................................................................................................................................... 88 Language ......................................................................................................................................................... 88 Configure Sys. (Configure System) .................................................................................................................. 89 Setup Procedures..................................................................................................................................................... 90 Vessel Type ......................................................................................................................................................... 90 Drive Setup .......................................................................................................................................................... 91 Compass Setup Dockside ................................................................................................................................. 93 Analog Compass .............................................................................................................................................. 93 Digital Compass ............................................................................................................................................... 94 NAV 1 Port ....................................................................................................................................................... 94 NAV1 or NAV2 Port for general NMEA Compass ............................................................................................ 94 Bandwidth of an NMEA Compass Connection ............................................................................................. 95 Compass Setup On the Water .......................................................................................................................... 98 Compensation for Magnetic Deviation.............................................................................................................. 98 Magnetic Compass Sensor .......................................................................................................................... 98 Heading Rate Stabilizer ................................................................................................................................ 99 ComNav Fluxgate Compass and other fluxgate compasses ...................................................................... 100 45 Compass .............................................................................................................................................. 100 Tri-Axis Rate Gyro Compass ...................................................................................................................... 100 Other NMEA Compasses ........................................................................................................................... 100 Calibrating for Compass Offset ...................................................................................................................... 101 Document PN 29010074 V4.0 -8-
All Compass Types .................................................................................................................................... 101 Magnetic Sensor ........................................................................................................................................ 102 Compass Setup Final Steps ............................................................................................................................ 102 Sea Trials ............................................................................................................................................................... 103 Sea Trial Procedure ........................................................................................................................................... 103 Adjust Rudder Gain & Counter Rudder for Hi Speed ..................................................................................... 103 Adjust Turn Rate for Hi Speed ................................................................................................................... 105 Adjust Seastate for Hi Speed ..................................................................................................................... 105 Adjust Rudder Gain, Counter Rudder, Turn Rate and Seastate for Lo Speed ........................................... 105 Adjust Speed Trip Point.............................................................................................................................. 105 Adjusting for Rougher Sea Conditions ........................................................................................................... 106
Basic Operations __________________________________________________________________ 110

The Control Heads LCD Screen & Buttons ........................................................................................................... 110 Operating the System ............................................................................................................................................ 112 Operating Modes Overview ............................................................................................................................. 112 Mode Menus ...................................................................................................................................................... 112 Rudder Angle Indicator (RAI) ............................................................................................................................. 114 Alarm Clear ........................................................................................................................................................ 114 Power On ........................................................................................................................................................... 115 Power Off ........................................................................................................................................................... 115 STANDBY Mode .................................................................................................................................................... 116 Standby Menu .................................................................................................................................................... 117 Station Lock ................................................................................................................................................... 117 Default Turn ................................................................................................................................................... 117 Compass Source ............................................................................................................................................ 117 Compass Cal (Compass Calibration) ............................................................................................................. 118 NMEA Hdg Type (NMEA Heading Type) ....................................................................................................... 118 Backlight Level ............................................................................................................................................... 118 Contrast (monochrome Head only) ................................................................................................................ 118 Graphics (monochrome Head) or Display (colour Head) ............................................................................... 119 Watch Alarm................................................................................................................................................... 120 Fishzag Time.................................................................................................................................................. 120 Battery ............................................................................................................................................................ 120 POWER STEER Mode ........................................................................................................................................... 121 Power Steer Menu ............................................................................................................................................. 122 P.Str Limits (Power Steer Rudder Limits) ....................................................................................................... 122 Auto/Nav Limits .............................................................................................................................................. 122 RAI Offset....................................................................................................................................................... 122 AUTO Mode ........................................................................................................................................................... 123 Notes on AUTO Mode .................................................................................................................................... 123 Auto Menu .......................................................................................................................................................... 124 Rudder Gain ................................................................................................................................................... 124 Hi & Lo Speed Rudder Gain ....................................................................................................................... 125 Counter Rudder.............................................................................................................................................. 125 Hi & Lo Speed Counter Rudder .................................................................................................................. 125 Seastate ......................................................................................................................................................... 126 Turn Rate ....................................................................................................................................................... 126 Parameter Set ................................................................................................................................................ 126 Speed Trip Pt (Speed Trip Point) ................................................................................................................... 127 Speed Source ................................................................................................................................................ 127 Document PN 29010074 V4.0 -9-
ALC (Automatic Leeway Correction) .............................................................................................................. 127 Thruster Assist ............................................................................................................................................... 127 Thruster Gain ................................................................................................................................................. 127 Helm Delay ..................................................................................................................................................... 128 NAV Mode .............................................................................................................................................................. 129 NAV Highway Display ........................................................................................................................................ 130 Notes on NAV Mode........................................................................................................................................... 130 Understanding NAV Mode.................................................................................................................................. 131 Checking the Navigation Data ........................................................................................................................ 131 Correction Methods ........................................................................................................................................ 132 CTS Steering a Direct Bearing ................................................................................................................ 133 XTE Steering Quickly Back to a Track .................................................................................................... 134 Both Steering Smoothly Back to a Track ................................................................................................. 136 An example of NAV Mode in Operation ...................................................................................................... 137 Nav Menu ........................................................................................................................................................... 138 Nav Source..................................................................................................................................................... 138 XTE Limit (Cross-Track Error Limit) ............................................................................................................... 138 Waypoint Arrival ............................................................................................................................................. 138 Correction ....................................................................................................................................................... 139 XTE Sense (Cross-Track Error Sense) .......................................................................................................... 139 Max Correction ............................................................................................................................................... 139 Dodge Turns .......................................................................................................................................................... 140 Dodge Centre ..................................................................................................................................................... 141 Jog Steering Turns ................................................................................................................................................. 142 Commander P2VS Operations ............................................................................................................................... 143 Cautions ............................................................................................................................................................. 143 P2-Equivalent Operation .................................................................................................................................... 145
Advanced Operations ______________________________________________________________ 149

WORK Mode .......................................................................................................................................................... 149 Automatic WORK Mode ..................................................................................................................................... 149 Manual WORK Mode ......................................................................................................................................... 150 Work Menu ......................................................................................................................................................... 151 Rudder Bias.................................................................................................................................................... 151 Autotrim .......................................................................................................................................................... 151 Work Trip Pt. (Work Trip Point) ...................................................................................................................... 151 Rudder Scale (Rudder Scale Factor) ............................................................................................................. 151 Work Mode State............................................................................................................................................ 151 WIND Mode ............................................................................................................................................................ 152 Changing Wind Angle..................................................................................................................................... 153 Tack & Gybe Inhibit ........................................................................................................................................ 153 Low Wind Speeds .......................................................................................................................................... 153 WIND-Points Mode............................................................................................................................................. 154 Changing Point of Sail .................................................................................................................................... 154 Tack & Gybe Inhibit ........................................................................................................................................ 154 Boundaries of the Points of Sail ..................................................................................................................... 156 Tacking............................................................................................................................................................... 157 Gybing ................................................................................................................................................................ 159 Wind Menu ......................................................................................................................................................... 161 Wind Source ................................................................................................................................................... 161 Wind Shift (Wind Shift Alarm) ......................................................................................................................... 162 Document PN 29010074 V4.0 - 10 -
Wind Shift Delay............................................................................................................................................. 162 Preset Tack Angle .......................................................................................................................................... 162 Close Haul Def (Close Haul Definition) .......................................................................................................... 162 Close Reach Def (Close Reach Definition) .................................................................................................... 162 Beam Reach Def (Beam Reach Definition) .................................................................................................... 162 Broad Reach Def (Broad Reach Definition).................................................................................................... 162 Gybe Hold Point (Gybe Hold Point Definition) ................................................................................................ 162 Special Turns ......................................................................................................................................................... 163 U-Turn ................................................................................................................................................................ 164 Circle Turn ......................................................................................................................................................... 165 M.O.B. Man Over-Board ................................................................................................................................. 166 Fishzag .............................................................................................................................................................. 167 Pretack (Preset-Tack) ........................................................................................................................................ 168 Multiple Control Heads & Auxiliary Controllers ....................................................................................................... 169 Station Lock/Unlock ........................................................................................................................................... 169 Watch Alarm & External Alarm ............................................................................................................................... 170 Configuring the Watch Alarm ............................................................................................................................. 170 Configuring the External Alarm .......................................................................................................................... 170 Using the Watch Alarm ...................................................................................................................................... 171 Changing the Password ..................................................................................................................................... 172 Entering the Password ....................................................................................................................................... 173
Care & Maintenance _______________________________________________________________ 177

Cleaning and Appearance ...................................................................................................................................... 177 Periodic Checks ..................................................................................................................................................... 177 Electrical & Mechanical Checks ......................................................................................................................... 177 Hydraulic Checks ............................................................................................................................................... 177 Manual Steering Operation ............................................................................................................................ 177 Air Trapped in the Hydraulic System .............................................................................................................. 177 Fuse Replacement ................................................................................................................................................. 178
Appendix 1 _______________________________________________________________________ 181

Interfacing to a PC ................................................................................................................................................. 181 PC COM Ports ................................................................................................................................................... 181 DE9 Connection ............................................................................................................................................. 182 DB25 Connection ........................................................................................................................................... 182 D Connector Pinouts ...................................................................................................................................... 183
Appendix 2 _______________________________________________________________________ 185

NMEA 0183 Sentences Accepted and Transmitted by the Autopilot...................................................................... 185 Sentences Accepted .......................................................................................................................................... 185 Sentence & Data Priority ................................................................................................................................ 186 Sentences Transmitted ...................................................................................................................................... 188 Heading & Status ........................................................................................................................................... 188 Heading Output .......................................................................................................................................... 188 Status Output ............................................................................................................................................. 189 Configuration Save & Restore ............................................................................................................................ 190
Appendix 3 _______________________________________________________________________ 195

Error Messages ...................................................................................................................................................... 195 Critical Errors ..................................................................................................................................................... 195 Severe Errors ..................................................................................................................................................... 196 Warnings ............................................................................................................................................................ 197 Document PN 29010074 V4.0 - 11 -
Appendix 4 _______________________________________________________________________ 199

Auxiliary Head / Remote Power On ........................................................................................................................ 199
Appendix 5 _______________________________________________________________________ 201

Diagnostic LEDs ..................................................................................................................................................... 201
Appendix 6 _______________________________________________________________________ 203

Upgrading Firmware ............................................................................................................................................... 203 Transferring the System Configuration & Parameters ........................................................................................ 203
Appendix 7 _______________________________________________________________________ 205

General Specifications ........................................................................................................................................... 205 Compass Safe Distances ....................................................................................................................................... 206
Warranty Information ______________________________________________________________ 207 Index ____________________________________________________________________________ 213 Settings & Notes __________________________________________________________________ 219
Default & User Settings .......................................................................................................................................... 219 Notes ...................................................................................................................................................................... 222
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List of Figures
Figure 1 Basic Autopilot System .................................................................................................................................... 19 Figure 2 Heading Change in AUTO Mode ..................................................................................................................... 21 Figure 3 Commander P2 System Block Diagram ........................................................................................................... 26 Figure 4 Control Heads .................................................................................................................................................. 27 Figure 5 The Commander P2 SPU (with Wiring Cover Removed) ................................................................................. 28 Figure 6 Vector G2 GPS Compass ................................................................................................................................ 29 Figure 7 Navigator G2 Display Head.............................................................................................................................. 30 Figure 8 Navigator G2 Distribution Unit.......................................................................................................................... 30 Figure 9 Fluxgate Compass ........................................................................................................................................... 31 Figure 10 Heading Rate Stabilizer ................................................................................................................................. 32 Figure 11 Magnetic Compass Sensor ............................................................................................................................ 33 Figure 12 Externally Gimballed Magnetic Compass with Binnacle................................................................................. 33 Figure 13 45 Compass Transducer .............................................................................................................................. 34 Figure 14 Tri-Axis Rate Gyro Compass ........................................................................................................................... 34 Figure 15 Standard Rotary RFU..................................................................................................................................... 35 Figure 16 Heavy Duty Rotary RFU................................................................................................................................. 35 Figure 17 Linear RFU..................................................................................................................................................... 36 Figure 18 Twin-Fin Wind Transducer ............................................................................................................................. 36 Figure 19 CR-203 Handheld Remote ............................................................................................................................. 37 Figure 20 TS-203 Fixed Remote .................................................................................................................................... 38 Figure 21 NFU Jog Steering Control .............................................................................................................................. 39 Figure 22 External Rudder Angle Indicator (76 mm Model) ........................................................................................... 39 Figure 23 Control Head Mounts & Cover ....................................................................................................................... 40 Figure 24 CT7 Interface ................................................................................................................................................. 41 Figure 25 Drive Boxes to meet all needs ....................................................................................................................... 42 Figure 26 Hydraulic Pump & Solenoid Value ................................................................................................................. 43 Figure 27 Cable Drives .................................................................................................................................................. 43 Figure 28 Fluxgate Compass Mounting ......................................................................................................................... 51 Figure 29 RFU Linkage Geometry ................................................................................................................................. 55 Figure 30 Typical Arrangement of Linear RFU on an Outboards Steering Cylinder ...................................................... 56 Figure 31 Band Clamp and Plastic Brackets .................................................................................................................. 57 Figure 32 Installed Arrangement of Brackets ................................................................................................................. 57 Figure 33 Fasteners, Stainless Bracket Arrangement .................................................................................................... 58 Figure 34 Removal of the SPU Wiring Cover ................................................................................................................. 60 Figure 35 SPU Connector Wiring Label ......................................................................................................................... 60 Figure 36 Typical Power Connection to SPU ................................................................................................................. 62 Figure 37 Reducing Supply Voltage Losses .................................................................................................................. 63 Figure 38 Typical Battery Connection to Drive Boxes .................................................................................................... 63 Figure 39 Wiring Connections for Control Head, Handheld Remotes, and Fixed Remotes ........................................... 64 Figure 40 Wiring Connections for Jog Controls .............................................................................................................. 65 Figure 41 Wiring Connections for Magnetic Sensor, Fluxgate Compass or HRS........................................................... 66 Figure 42 Wiring Connections for 45 Compass Transducer ......................................................................................... 67 Figure 43 Wiring Connections for Tri-Axis Rate Gyro Compass ...................................................................................... 67 Figure 44 Wiring Connections for Twin-Fin Wind Transducer ........................................................................................ 68 Figure 45 Wind Transducer with NX2 Wind Data Instrument ......................................................................................... 69 Figure 46 Wind Transducer with Classic Nexus or NX2 Network Server ....................................................................... 69 Figure 47 Wiring Connections for RFUs ......................................................................................................................... 70 Figure 48 Wiring Connections for Rudder Angle Indicators ........................................................................................... 70 Figure 49 Wiring Connections for Reversing DC Motors ................................................................................................ 71 Figure 50 Wiring Connections for Linear Actuators or Mechanical Rotary Drives .......................................................... 71 Figure 51 Wiring Connections for Shunt Field Reversing Motors ................................................................................... 72 Figure 52 Wiring Connections for Standard Four-Way Solenoid Valves ........................................................................ 72 Document PN 29010074 V4.0 - 13 -
Figure 53 Wiring Connections for Constant Running Electric Pump. ............................................................................. 73 Figure 54 Wiring Connections for Two-Speed Solenoid Valves ..................................................................................... 73 Figure 55 Wiring Connections for A.C. Solenoids .......................................................................................................... 74 Figure 56 Wiring Connections for Proportional Solenoid Valves .................................................................................... 74 Figure 57 Wiring Connections for Isolation Amplifiers .................................................................................................... 75 Figure 58 External Alarm, using SW'D B- Output ........................................................................................................... 76 Figure 59 External Alarm, using SW'D B+ Output .......................................................................................................... 76 Figure 60 External Alarm, SW'D B- Output with Power Fail Option ................................................................................ 77 Figure 61 External Alarm, SW'D B+ Output with Power Fail Option ............................................................................... 77 Figure 62 Typical NMEA 0183 Connections ................................................................................................................... 79 Figure 63 Typical RS-422 Signals .................................................................................................................................. 81 Figure 64 Entering Dockside Setup ................................................................................................................................ 86 Figure 65 Dockside Setup menu .................................................................................................................................... 87 Figure 66 Set Vessel type .............................................................................................................................................. 90 Figure 67 Set Compass Type in Compass Configuration menu ..................................................................................... 93 Figure 68 Using the Control Head ................................................................................................................................ 110 Figure 69 A Typical Menu ............................................................................................................................................ 113 Figure 70 Power On Sequence .................................................................................................................................... 115 Figure 71 Power Off Sequence .................................................................................................................................... 115 Figure 72 Typical STANDBY Mode Screen.................................................................................................................. 116 Figure 73 Standby Menu .............................................................................................................................................. 117 Figure 74 Monochrome LCD: Normal & Reversed Display .......................................................................................... 119 Figure 75 Colour LCD: B & C Colour Schemes ............................................................................................................ 119 Figure 76 Typical POWER STEER Mode Screen ........................................................................................................ 121 Figure 77 Power Steer Menu ....................................................................................................................................... 122 Figure 78 Typical AUTO Mode Screen......................................................................................................................... 123 Figure 79 Auto Menu .................................................................................................................................................... 124 Figure 80 Guidelines for setting Rudder Gain .............................................................................................................. 125 Figure 81 Guidelines for setting Counter Rudder ......................................................................................................... 125 Figure 82 Hi (AUTO) and Lo Speed Indicators (to left of the Rudder Angle Indicator) ................................................ 126 Figure 83 Typical AUTO Mode Screen......................................................................................................................... 127 Figure 84 Typical NAV Mode Screen (Normal Display)................................................................................................ 129 Figure 85 Typical NAV Mode Highway Screen ............................................................................................................ 130 Figure 86 Steering with Correction set to CTS ............................................................................................................. 133 Figure 87 Steering with Correction set to XTE ............................................................................................................. 134 Figure 88 Response of Boat to a Large Cross-Track Error .......................................................................................... 135 Figure 89 Steering with Correction set to Both ............................................................................................................. 136 Figure 90 Nav Menu ..................................................................................................................................................... 138 Figure 91 A Dodge in Progress (in AUTO Mode) ......................................................................................................... 140 Figure 92 Boat Track During a Dodge Manoeuvre in AUTO Mode .............................................................................. 140 Figure 93 Holding at a Heading Part-way Through a Dodge Turn ............................................................................... 141 Figure 94 Typical Jog Control Activated Screen .......................................................................................................... 142 Figure 95 Typical WORK Mode Screen (Engaged) ...................................................................................................... 149 Figure 96 WORK Mode Menu ...................................................................................................................................... 151 Figure 97 Typical WIND Mode Screen (Normal Display) ............................................................................................. 152 Figure 98 Typical WIND-Points Mode Screen .............................................................................................................. 154 Figure 99 Commanded Wind Angle of 90................................................................................................................... 155 Figure 100 Outline Arrow shows the Commanded Point of Sail ................................................................................... 155 Figure 101 Points of Sail .............................................................................................................................................. 156 Figure 102 Starting a Tack in WIND (left) and WIND-Points (right) Modes .................................................................. 157 Figure 103 Wind Angle Limits to Start a Tack .............................................................................................................. 157 Figure 104 Wind Angle Limits for Tacking .................................................................................................................... 158 Figure 105 Starting a Gybe in WIND (left) and WIND-Points (right) Modes ................................................................. 159 Figure 106 Wind Angle Limits to Start a Gybe ............................................................................................................. 159 Document PN 29010074 V4.0 - 14 -
ComNav Commander P2 & P2VS Installation & Operation Figure 107 Figure 108 Figure 109 Figure 110 Figure 111 Figure 112 Figure 113 Figure 114 Figure 115 Figure 116 Figure 117 Figure 118 Figure 119 Figure 120 Figure 121 Figure 122 Figure 123 Figure 124 Figure 125 Figure 126 Figure 127
Wind Angle Limits for Gybing ..................................................................................................................... 160 Wind Menu ................................................................................................................................................. 161 Typical Special Turn Query ........................................................................................................................ 163 U-Turn Query ............................................................................................................................................. 164 U-Turn Boat Path ....................................................................................................................................... 164 Circle Turn Query ....................................................................................................................................... 165 Circle Turn Boat Path ................................................................................................................................. 165 M.O.B. Turn Query ..................................................................................................................................... 166 M.O.B. Turn Boat Path ............................................................................................................................... 166 Fishzag Turn Query ................................................................................................................................... 167 Fishzag Turn .............................................................................................................................................. 167 PreTack Turn Query................................................................................................................................... 168 Station Lock Icon on In-Command (left) and Repeater Auxiliary Control Head (right) ............................... 169 External Alarm Configuration ..................................................................................................................... 170 External Alarm Type Configuration ............................................................................................................ 171 New Password Pop-Up Window ................................................................................................................ 172 Password Query Pop-Up Window .............................................................................................................. 173 Connection to a PC with a DE9-S Connector............................................................................................. 182 Connection to a PC with a DB25-S Connector........................................................................................... 182 DE9 & DB25 Pin Numbering ...................................................................................................................... 183 JP12 & JP13 in Factory Default Position (left) and After Moving Shunts (right) ......................................... 199
List of Tables
Table 1 SPU Connector Ratings .................................................................................................................................... 61 Table 2 Recommended Minimum Wire Gauges............................................................................................................. 61 Table 3 Speed Mode & Timing Outputs ......................................................................................................................... 78 Table 4 NMEA Signal Translation Guide ........................................................................................................................ 80 Table 5 Vessel types ...................................................................................................................................................... 88 Table 6 Compass types ................................................................................................................................................. 97 Table 7 NAV Mode Correction Methods ....................................................................................................................... 132 Table 8 Boundaries Between Points of Sail ................................................................................................................. 156 Table 9 Wind Source Selection .................................................................................................................................... 161 Table 10 Fuse Replacement Guide.............................................................................................................................. 178 Table 11 NMEA 0183 Sentences Accepted by the Commander P2 ............................................................................ 185 Table 12 - NMEA Sentence Priority ................................................................................................................................ 187 Table 13 Configuration Save & Restore Sentences ..................................................................................................... 193 Table 14 Critical Error Messages ................................................................................................................................. 195 Table 15 Severe Error Messages................................................................................................................................. 196 Table 16 Warning Messages........................................................................................................................................ 197 Table 17 Diagnostic LEDs ............................................................................................................................................ 201 Table 18 General Specifications .................................................................................................................................. 205 Table 19 Compass Safe Distances .............................................................................................................................. 206 Table 20 Default & User Settings ................................................................................................................................. 221
- 15 -
Introduction
- 16 -
- 17 -
How Autopilots Work
How Autopilots Work

The purpose of this introductory section is to describe briefly what an autopilot does, and some of the things you should expect when using an autopilot with your boat.
Manual Steering
Every boat has unique design dynamics, which depend on its shape and dimensions, and on current speed, loading, and sea conditions. The net result is that every boat (or rather, every unique boat design) steers in a unique way. To understand what an autopilot does when it is steering your boat, it is helpful to think for a moment about steering the boat by hand.
When you are holding the boat on some Heading, you know, from instinct & experience, how much rudder to apply, and how fast to apply it, to keep the boat on-course. Corrections are usually just a small, quick movement of the helm to one side, then back to the dead-ahead position. You wont always try to correct when the boat rolls or accelerates off a wave, especially in heavy seas because when the boat rolls back the other direction, it will usually come right back on-course. Instead, your experience lets you allow the boat to yaw those necessary degrees on either side of the Heading, to reduce the fight.
To turn the boat to a new Heading, instinct & experience again tell you how much rudder to use, and how fast, to get the boat turning at your normal rate of turn. If the boat is not turning as rapidly as you want (for example, with a cross-wind or cross-current holding back the bow), you increase the amount of rudder a bit. On the other hand, if the boat is turning too fast, you reduce the applied rudder a bit. You then gradually reduce the applied rudder, as the boat approaches the desired Heading. You might even put the helm over opposite for a moment, to stop the boat swing more quickly in order to come to the desired Heading without overshoot.
The single most basic purpose of an autopilot is to do the same as you would let the boat work with the seas, yet still maintain as straight a Track as possible in the current sea conditions, on the desired Heading or Course. The P Series Autopilot Systems use the latest generation of ComNavs carefully-designed, 1 well-proven steering control algorithms , which are based on our many years of designing & manufacturing autopilots. There are a number of parameters used in the steering algorithms, collectively referred to as the Steering Parameters. The Commander P2 & P2VS have been tested on a wide variety of boats, of different types and sizes. The default settings for the Steering Parameters are average values derived from that testing, and provide a good starting place for most boats. During Sea Trials, and later on normal operation, you may want to adjust some of those values, so that they better match your boats unique design dynamics.
however, the information in this section can be applied in general to any ComNav autopilot, and is not necessarily specific to the P Series.
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How Autopilots Work
An Autopilot System
This is a block diagram of the major components of an autopilot system:
CONTROL HEAD DISPLAYS STATUS AND HEADING INFORMATION FROM THE SPU, AND ALLOWS THE OPERATOR TO INPUT STEERING COMMANDS & OPERATING PARAMETERS
NAVIGATION DEVICES [OPTIONAL] SUPPLY NAVIGATION INFOMRATION TO THE SPU IN NMEA 0183 FORMAT
RUDDER FOLLOWER UNIT (RFU) [MECHANICALLY CONNECTED TO RUDDER] MEASURES RUDDER POSITION AND SENDS IT TO THE SPU
COMPASS READS THE VESSEL'S ACTUAL HEADING AND SENDS IT TO THE SPU
PROCESSOR (SPU) CALCULATES THE RUDDER POSITION NEEDED TO STEER THE VESSEL ON THE DESIRED HEADING, AND CONTROLS THE STEERING SYSTEM ACCORDINGLY
STEERING SYSTEM (ACTUATOR) [HYDRAULIC RAM OR ELECTRIC MOTOR WHICH IS MECHANICALLY CONNECTED TO THE RUDDER] MOVES THE RUDDER IN RESPONSE TO CONTROL SIGNALS FROM THE SPU
Figure 1 Basic Autopilot System
The Compass indicates the direction in which the boat is pointed often referred to as the actual Heading. Depending on the type of boat & installed equipment, the Compass may be a magnetic compass, an electronic fluxgate compass, a gyroscopic compass, or a GPS Compass. A reliable Compass is absolutely vital to an autopilot because, without it, the autopilot has no way of knowing which way the boat is headed. The actual Heading is fed electronically from the Compass to the Processor (SPU) which is the brains of the autopilot. The SPU contains the microcontroller(s) & other electronic hardware, and the sophisticated control software necessary to steer the boat on any desired Heading. The Control Head, normally located in the wheelhouse, is the interface between the boats operator (thats you ) and the autopilot. The Control Head displays information about what the autopilot is doing, and it has various controls (buttons &/or knobs) that allow you to give commands to the autopilot. The final part of the picture is the Steering System. In order for the autopilot to steer the boat, there must be a steering system capable of moving the rudder independently of the ships helm. This might be a hydraulic ram that is connected to the rudder post or tiller quadrant, or an electric motor connected to the steering cables. But no matter what type of steering system the boat uses, electronic signals from the SPU tell the system to move the rudder, when needed how far and in which direction. Your autopilot may also have a Rudder Follower Unit (also called a Rudder Feedback Unit, or just RFU), a device that tells the SPU what position the rudder is in at any given time.
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How Autopilots Work
Autopilot Operation
Maintaining a Heading: AUTO Mode
Following a Track or Course you want to be on is simple, with a ComNav Autopilot:
Put the autopilot into AUTO mode. 2 Tell the autopilot the Heading you want to follow , using the Control Head. The autopilot then moves the rudder from side to side as required, to put & keep the boat on that Heading just like you would if you were steering by hand.
But as you might expect, inside the autopilot its a bit more complicated than that! Heres how it works: The steering control algorithms running in the firmware on the SPUs microcomputer are constantly comparing many times per second the boats actual Heading (as indicated by the Compass) to the desired Heading you have given it. If there is a difference, the algorithms then calculate how much to move the rudder, to bring the boat back onto the desired Heading. The amount of corrective rudder movement is based on:
How much the Headings differ. How long there has been a difference, & by how much. How rapidly the difference is changing.
Heres an example which illustrates how the autopilot maintains a Heading in AUTO mode. Lets say the boat is a few degrees off-course to Port:
The SPU will signal the steering system to move the rudder to Starboard, by a few degrees. How many degrees the rudder moves depends on the type of boat, and its dynamics (which you have specified & tested when you set up the autopilot). Note: on a Commander P2, or P2VS with an RFU, the SPU verifies that the rudder has moved, by reading its position from the RFU. On a P2VS without an RFU, the SPU estimates the rudder position by computing it, based on various factors determined during setup.
The boat begins to turn to Starboard. As the boat turns, the difference between the desired and actual Heading gets smaller, and as it does, the SPU then starts to back off the rudder i.e., move it back to centre so that the boat does not overshoot the desired Heading. If the boat isnt coming back on-course very quickly, the SPUs algorithms will not back the rudder off right away, and might even move the rudder a bit farther to Starboard for a while. On the other hand, if the boat is coming back too quickly, the rudder will be moved quickly back to dead-ahead or maybe even a bit to Port for a few seconds. Eventually, the actual Heading will match the desired Heading. If (when!) the boat falls off-course again, the same sequence will be repeated.
In summary, if you look back at page 18, you can see that this is all very much like steering by hand. But its all happening many times per second, much more precisely & rapidly than a human can manage and without coffee breaks or naps, either!
ComNav Autopilots have an important safety feature: when you first enter AUTO mode, the autopilot will use the boats current Heading as the desired Heading, so theres not a turn right away until you order one, with the Control Head. - 20 -
How Autopilots Work
Changing Heading
Thats easy, too! Lets say, for example, that the autopilot is steering your boat Southwest, and you now wish to change direction to Southeast (see Figure 2, below). To initiate the turn in AUTO mode, you would turn the knob on the Control Head to set the desired Heading (as shown on the Control Heads display screen) to 135 Southeast. After that, the autopilot behaves much the same as when maintaining a Heading but with an initially large Heading error (90 to Starboard, in this example) that must be dealt with:
When the SPU moves the Rudder to Port, it will probably be by quite a bit, maybe even all the way to the stops but not so much that the boat turns too rapidly. Eventually, the actual Heading will match the desired Heading and the boat will then be going Southeast. The SPU will keep steering the boat on the 135 new Heading i.e., maintaining that Heading, as described previously until you select some other Heading.
N
The Autopilot is steering the boat on a Heading of 225 (SW)
The Operator selects the new desired Heading of 135 (SE) The Autopilot responds to the change in desired Heading by moving the rudder to Port, and the boat begins to turn
As the actual Heading approaches the new desired Heading, the Autopilot starts to move the rudder back to the dead-centre position
Typical response is for the boat to "over-shoot" the new heading slightly, then straighten out
The Autopilot is now steering the boat on the new Heading of 135 (SE)
Figure 2 Heading Change in AUTO Mode
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How Autopilots Work
Wind and Current Effects

If your boat encounters a crosswind, and/or a tidal current, at some angle to the desired Heading, it will be pushed away in the direction of the wind or current. And so, the autopilot will be constantly making Heading corrections with the rudder, as it tries to maintain your desired Heading. As that condition persists, the SPU will gradually begin to maintain the rudder a few degrees to Port or Starboard of the centred position, to counter the effect of wind and/or current. This feature, known as Automatic Rudder Trim, will keep your boat pointed in the right direction, despite the wind or current. However, one side-effect of Auto-Trim is that your boat may not follow the Track you want it will maintain your desired Heading, but the Track will slip sideways in the direction of the crosswind and/or current. This potential problem can be solved by using another mode that ComNav Autopilots provide: NAV mode, described next.
Following a Track: NAV Mode

So far, we have seen how an autopilot operates in AUTO mode: a new desired Heading must be selected on the Control Head each time you wish to change direction. This is handy for short trips or when you know the direct course to your objective. But for longer trips, which often involve a number of legs at different headings, it would be useful to be able to have your autopilot steer your boat along all the legs, in sequence. ComNav autopilots allow you to do just that, with NAV mode. The autopilot must be connected to an external source of navigation information (commands & data) such as a chart plotter, or a Navigation program running on a PC. A source of position data is required, too; it may be built into the external Navigation System, or it may be another device or system: a GPS receiver (such as a ComNav Vector GPS Compass), a 3 LORAN C receiver, etc. ComNav Autopilots implement the industry-standard NMEA 0183 protocol for reception & transmission of navigation information. Almost all modern Navigation System equipment complies with NMEA 0183, so interfacing to a ComNav autopilot is relatively simple. A long passage will consist of a series of waypoints, which are specific locations on the Earths surface (hopefully on the water!) defined by their Latitude & Longitude. These waypoints define the route which you want the boat to travel on, from your staring position to your destination. You enter them into the external Navigation System when creating the route. That system determines the current location of the boat (from the source of position data), and then calculates the course that must be steered in order to reach the next waypoint. When the Autopilot is switched into NAV mode, it begins to look for some specific navigation information from the Navigation System: the course to steer to the next waypoint, and the Cross-Track Error (which is the distance from the boat to the desired Track from the last waypoint to the next one). Using these two pieces of information, the autopilot steers the boat on the shortest possible Track to the next waypoint. Crosswinds and/or currents are compensated for automatically each time the Navigation System updates the Cross-Track Error. This is why NAV mode is the answer to the track slip problem that can occur in AUTO mode, when a crosswind/current exists. When a waypoint is reached, the Navigation System sends the SPU the next set of navigation information for the next waypoint and the SPU then turns the boat to head to that next waypoint.
all such external devices are in general referred to in this manual using the generic term Navigation System. - 22 -
How Autopilots Work
Following a Track: AUTO/ALC Mode

Some ComNav autopilots (including the P Series), provide another way to keep your boat on a specific Track: Automatic Leeway Correction. This feature can be turned on in AUTO mode.
ALC is similar to NAV mode, in that it uses NMEA 0183 Latitude & Longitude data to sense if the boat is following the desired Track.
Unlike NAV mode, however, a ComNav autopilot with the ALC feature only needs Latitude & Longitude data in AUTO/ALC mode. It does not need Cross-Track Error data from the external Navigation System, nor to have any waypoints set in the system. The ALC feature calculates the Cross-Track Error on its own, using the desired Heading active at the point in time when AUTO/ALC mode is first engaged.
Power Steer: Drive by Wire

Most ComNav autopilots have a POWER STEER mode, which provides a way for the user to control the rudder directly. In effect, the autopilot acts as a sort of electronic steering wheel, allowing the operator to steer the boat manually, in a similar way as when using a standard manual steering wheel or tiller but instead steering the boat with the autopilots Control Head, or any remote controls it is equipped with. Steering, when using the autopilot in this mode, is done with two buttons and/or a knob on the Control Head. One button, and/or a clockwise turn of the knob, will move the rudder to Starboard, causing the boat to turn that way; the other button, and/or a counter-clockwise turn of the knob, will move the rudder to Port so that the boat turns that way. Using the buttons/knob, the rudder can be placed in any desired position where it will remain. This feature is useful when docking or manoeuvring, because the person steering the boat can take their hands off the controls between rudder movements.
More Information (for the Technically Inquisitive)

Mathematically, the autopilots steering algorithms are based on a control method known as a PID Loop a mnemonic for a Proportional, Integral, Derivative error-correction technique. The amount of rudder movement to correct for any Heading error (or to make a turn), is continuously re-computed, in a processing loop, as a value that is:
Proportional to the error (or how much more of the turn is still to be done). An Integral of the error/turn how big for how long. A Derivative of the error/turn how fast it is changing.
Many references can be found on PID Loops, on the Internet & elsewhere, if you want to know more! And ComNav occasionally holds training seminars check with your Dealer.
- 23 -
System Overview
- 24 -
- 25 -
System Overview
System Overview
This chapter gives a brief description of the major elements of the Commander P2 Advanced Autopilot System, their functions, and their relationships to each other. Below is a block diagram of a typical example of the Commander P2 system, showing the interconnections between the elements of the system:
The Signal Processor Unit (SPU) The Main Control Head A Compass or other Heading Sensor Solenoid(s), Reversing Motor, or Cable Drive, which move the Rudder The Rudder Follower Unit (optional on a P2VS) Optional Auxiliary Control Head(s) & Remote Controls Various optional accessories & external equipment Other Navigation equipment
Figure 3 Commander P2 System Block Diagram
- 26 -
System Overview
Control Head
PN 20110002 (P2 Second Station Kit, monochrome) PN 20110003 (P2 Second Station Kit, colour) PN 20110010 (P2VS Second Station Kit, monochrome) PN 20110011 (P2VS Second Station Kit, colour) PN 30110007 (P2 Head only, monochrome) PN 30110008 (P2 Head only, colour) PN 30110020 (P2VS Head only, monochrome) PN 30110021 (P2VS Head only, colour)
The P Series Control Head connects directly to the Signal Processor Unit (SPU), via a nine-conductor cable that plugs into a waterproof connector on the rear of the Head. This cable is wired onto a plug (supplied with the Kits), which in turn is plugged into the CONTROL HEAD, AUX1 or AUX2 receptacles on the SPU. Two versions of the Control Heads are available. The monochrome versions have a silver-backed monochrome LCD display. The colour versions incorporate a state-of-the-art, sunlight-viewable QVGA TFT colour LCD display. The Second Station Kits include the Head, cable & SPU connector, bezel & bracket mounting kits, and a cover. The P2 & P2VS Heads are identical, except for firmware, the labels on the LCD window overlay and the case colour (grey or black, respectively).
Figure 4 Control Heads
- 27 -
System Overview
Signal Processor Unit

PN 20110006 (P2) PN 20110009 (P2VS)
The Signal Processor Unit (SPU), as its name suggests, accepts a number of signals from the other components of the autopilot system, and processes them as necessary to control the movement of the boats rudder so as to maintain a given Heading. As well as steering the boat, the sophisticated software within the SPU continually checks all aspects of the autopilots performance, and will advise the user via the Control Head if any problems are encountered. The SPU is the central hub for all wiring in the system, with 13 connectors for all power and input/output signals. A Wiring Cover protects the connectors when the system is in use but is easily removable for installing cables & wiring. It also contains a diagnostic section, containing several status & activity LEDs, some testpoints for service use, some adjustment controls and the systems two fuses. The diagnostic section has a clear cover, which allows easy viewing of the LEDs, and inspection of the status of the fuses. The P2 & P2VS SPUs are identical, except for firmware (they can only be distinguished by the part number on the serial number label and in operation).
Figure 5 The Commander P2 SPU (with Wiring Cover Removed)
- 28 -
System Overview
Compasses
The Compass is a critical component in the proper operation of the Commander P2 Autopilot System. The autopilot systems ability to steer the boat to a given Heading desired by the Operator can only be as accurate as the Compass. The Commander P2 system is capable of using a variety of different compasses. These are discussed below. Various combinations of these compasses are often desirable.
Vector G2 and G2B GPS Compasses

PN 11210001 or 11210002 (G2, 15 or 30 metre cable) PN 11210004 or 11210005 (G2B, 15 or 30 metre cable)
The ComNav Vector GPS Compasses are state-of-the-art devices which can provide accurate 2D Heading & Position data to autopilots, sonar, chartplotters, AIS transponders, and other NMEA 0183 devices.
Figure 6 Vector G2 GPS Compass
Built-in DGPS processing capability provides sub-meter Position accuracy. DGPS source options in the G2 & G2B include standard SBAS systems (WAAS, EGNOS, MSAS, GAGAN, etc.), and external RTCM SC-104; the G2B can also use terrestrial DGPS Radiobeacon signals (IEC 61108-4), via an internal Beacon receiver module. The Vector features fast start up times, Heading & Position updates at up to 20 Hz, and will work correctly at sustained turn rates up to 90 per second. The Vector comes with a choice of mounting styles: a flat-surface base, or a pole-mount base. The entire unit is fully waterproof. The Vector provides dual, independently configurable, NMEA 0183 data outputs, each available at both the NMEA 0183 Standards output voltages, and at PC-friendly COM port voltages. One feature of the Vector is especially useful in marine applications: Heading is determined by mathematical computation, directly from the RF signals from the GPS satellites, rather than sensing the Earths magnetic field and thus there are no local magnetic deviation effects from metal objects, electrical devices & wiring, and so on. As well, Heading is available at high Latitudes. The Vector contains a solid-state Gyro sensor, which is used to provide short-term Heading data in situations where GPS signal reception is subject to transient interference and/or blockage. The Vector also measures the boats pitch (or roll, depending on which way the unit is mounted), and the data is available for use by other equipment on board. The Vector is connected to the Commander P2 at one of the SPUs two NMEA Input ports. The standard cable lengths are 15 metres (50) or 30 metres (100); custom lengths are also available.
Note: no GPS Compass is suitable as the Heading sensor in a Commander P2VS system, when a Rudder Follower Unit is not used.
- 29 -
System Overview
Navigator G2 GPS Compasses Display

PN 20130003 (monochrome) or 20130004 (colour) PN 10120001 or 10120003 (system with Vector G2 &15 or 30 m cable, monochrome) PN 10120002 or 10120004 (system with Vector G2 &15 or 30 m cable, colour)
The ComNav Navigator G2 GPS Compass Display is an optional control & status display unit for Vector G2 & G2B GPS Compasses. The Navigator G2 option consists of a Display Head that is identical in shape, size & overall appearance to the Commander P2s Control Head, and a Distribution Unit that provides a convenient way to connect the Vector G2/G2B to the P2 and to power. The Display Head is available with a monochrome or colour LCD display; it uses the same mounting methods, and cover, as the P2s Control Head. The Display Head provides graphical and textual information about the boats position, heading, speed and turn rate. The Head also can display several menus, which are used to control the configuration and operation of the Vector G2/G2B. Up to two Heads can be used at once.
Figure 7 Navigator G2 Display Head
The Distribution Unit connects the Display Head(s) to a Vector G2/G2B, and has a convenient set of terminal strips for connecting power to the Vector, the signals to & from it, and the signals to the Commander P2s SPU. It also has a connector for the cable to a PCs COM port.
Figure 8 Navigator G2 Distribution Unit
- 30 -
System Overview
Fluxgate Compasses
PN 20320003 standard version (with plug: PN 20320007) PN 20320008 with Heeling Coil (with plug: PN 20320004)
Specifically designed for use with ComNav 14xx, SP-xx, 5001 & P Series autopilots, these ComNav Fluxgate Compasses directly sense the Earths magnetic field; they output the traditional analog compass signals (Sine & Cosine signals). These compasses are sealed, waterproof units, and may be mounted on a deck, shelf, or bulkhead. They are supplied with an attached 12 metre (40) cable, which is wired directly into the Commander P2s SPU. The heeling coil version provides better performance when the boat is either rolling or heeled.
4
When the system has a Heading Rate Stabilizer (see next page) , the with plug versions are used instead.
Figure 9 Fluxgate Compass
If the plug versions are used without an HRS, an adapter cable (PN 31110024) is required, to allow direct connection to the SPU. - 31 -
System Overview
Heading Rate Stabilizer

PN 20320009
Perhaps the single greatest factor affecting Autopilot performance is the quality of the compass heading information it receives.
Compass error due to pitch and roll, high turn rates and high-speed turns are common to both fluxgate and magnetic compasses. Northerly turning error is another phenomenon that affects both types of compasses, particularly at higher latitudes; it is caused by the increase in the vertical component of the Earths magnetic field lines, as the boat gets closer to the North or South magnetic pole. The sideways acceleration of a boat in a high speed turn will also affect the accuracy of compasses.
ComNavs Heading Rate Stabilizer minimizes the effects of these factors.
Figure 10 Heading Rate Stabilizer
The Heading Rate Stabilizer measures the horizontal component of the rate of change in the boats heading, and adjusts the compass reading to minimize the effects of pitch and roll, fast turn rates and northerly turning error. The heading output provided to the Autopilot is dramatically improved in terms of dynamic responsiveness and stability, enabling the Autopilot to perform more accurately and efficiently, in all Latitudes. The ComNav Heading Rate Stabilizer is designed to be used in combination with ComNavs Fluxgate Compasses either the Standard or the Heeling Coil model (PNs 20320003/8 connect directly to the HRS, PNs 20320004/7 require adapter PN 31110050). It is supplied with an attached 12 metre (40) cable, which is wired directly into the 5 Commander P2s SPU .
Note: a ComNav Fluxgate Compass with an HRS is the only recommended Heading sensor for use in a Commander P2VS system, when a Rudder Follower Unit is not used.
There is also a plug model of the HRS, PN 20320005, which can be wired to the SPU with an adapter (PN 31110024). - 32 -
System Overview
Magnetic Compass Sensor

PN 20320002
The ComNav Magnetic Compass Sensor detects the position of the compass card of an externally gimballed magnetic compass. The sealed unit can be attached to the bottom of any of ComNavs Magnetic Compasses, or the bottom or top of many other brands of externally gimballed magnetic compasses. It is wired directly to the SPU, with the attached 7.6 metre (25) cable.
Figure 11 Magnetic Compass Sensor
Magnetic Compasses
ComNav offers several high-quality externally gimballed Magnetic Compasses, of either 13 cm (5) or 15 cm (6) diameter, which are directly compatible with the ComNav Magnetic Compass Sensor. These compasses are available in either bracket mount or binnacle mount. Compensating spheres and arms are also available. Consult your ComNav Dealer for part numbers.
Figure 12 Externally Gimballed Magnetic Compass with Binnacle
The advantage of using a Magnetic Compass with a Magnetic Compass Sensor attached to it is that the Autopilot is sensing the position of the magnets on the compass card rather than sensing the earths magnetic field directly. Since the card of the compass has physical inertia, it does not react immediately to the changes in the magnetic field it is immersed in, but only to those changes which persist long enough to overcome the resistance of the compass card to movement. This means that the compass is a more stable heading reference than a Fluxgate Compass. The Magnetic Compass will largely ignore changes in the magnetic field in the plane of the compass card caused by boat motion, whereas a Fluxgate Compass may react to such changes.
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System Overview
This is particularly important in high latitudes, (such as Alaska, Labrador or the North Sea), where the horizontal component of the earths magnetic field (which is the portion that the compass is trying to detect) is very small relative to the magnetic field of the boat. The disadvantage of the Magnetic Compass is that in very rough weather with the boat going to windward, it is possible for the boat motion to upset or tumble the compass card, disabling the Autopilot. Because of the relative insensitivity of the Magnetic Compass to both the earths and the boats vertical magnetic fields, it is recommended for use at latitudes higher than 50 (North or South), and for use on steel boats when optional quadrantal spheres are included.
45 Compass Transducer
PN 20640006
The ComNav 45 Compass Transducer contains a fluid-damped fluxgate sensor and works at heeling angles up to 45 . This compass puts out a proprietary digital Sine/Cosine signal. It is wired directly to the SPU.
6
Figure 13 45 Compass Transducer
Tri-Axis Rate Gyro Compass

PN 11510001 (NMEA 0183 interface)
The ComNav Tri-Axis Rate Gyro Compass is a solid-state compass with NMEA 0183 or NMEA 2000 interface. Its integrated three-axis accelerometer and three-axis rate gyro ensure 2 of accuracy in rough sea conditions when the vessel is pitching and rolling up to 30 .
Figure 14 Tri-Axis Rate Gyro Compass
Other Compasses
ComNav recommends the use of ComNavs own compasses for the best performance of the Commander P2 Advanced Autopilot System but you certainly may decide to use either a
Note: the 45 Compass Transducer was discontinued early in 2008. There is no direct replacement available for it. However, the Commander P2 will continue to support it. A 35 Compass Transducer (PN 20640007) is still available; however, it does not always work properly with the P2 depending on the vessel and so such use is not recommended or supported. It is wired the same as the 45 Transducer. - 34 -
System Overview
fluxgate compass or a magnetic compass from another manufacturer. See your ComNav Dealer for information on interfacing these compasses with the Commander P2 system.
Rudder Follower Units & Wind Sensors

Standard Rotary Rudder Follower Unit & Rudder Linkage
PN 20330008 (Follower Unit) & 20330007 (Linkage)
ComNav Commander P2 system kits come with a ComNav Medium Duty Rotary Rudder Follower Unit.
Note: P2VS kits do not include an RFU although one may optionally be used.
The Rudder Follower Unit is used to transmit (i.e., feed back) the position of the boats rudder to the SPU. It is mechanically coupled to whichever part of the steering system the autopilot controls. Normally, this is the boats rudder; however, it can be mounted to the servo ram rather than the rudder, if the boat has two-stage steering (where the autopilot drives a control or servo ram).
Figure 15 Standard Rotary RFU
Heavy Duty Rotary Rudder Follower Unit

PN 20330012
A Heavy Duty Rotary Rudder Follower Unit is available for special applications. Check with your ComNav Dealer to determine whether this product is suitable for your boat. Separate installation instructions are provided with this RFU.
Figure 16 Heavy Duty Rotary RFU
- 35 -
System Overview
Linear Rudder Follower Unit

PN 20330002
Installations on boats with outboard motors may use a ComNav Linear RFU. It is mechanically coupled to the motors steering cylinder.
Figure 17 Linear RFU
Twin-Fin Wind Transducer

PN 20640020
For use with sailboats, ComNavs Twin-Fin Wind Transducer provides accurate wind speed and wind angle data to the Commander P2 SPU. This allows the boat to steer to a specific angle relative to the wind. An easy, snap-in attachment for mast mounting is included.
Figure 18 Twin-Fin Wind Transducer
The Twin-Fin Transducer can be shared: it can be wired simultaneously to a Commander P2 SPU and either a ComNav NX2 Wind Data Instrument (PN 20620050), or a full Nexus Classic or NX2 Network System (various PNs); see page 68 for details.
Auxiliary Controllers
Up to two Auxiliary Controllers may be added to the standard Commander P2 system. These may be any combination of Commander Control Heads (colour and/or monochrome), CR-203 Handheld Remotes, and TS-203 Fixed Remotes.
Document PN 29010074 V4.0 - 36 -
System Overview
CR-203 Remote
PN 20310026 12m (40) cable PN 20310028 18m (60) cable
The CR-203 Handheld Remote is specifically designed to operate with P Series autopilots. The CR-203 Remote is similar in operation to the P Series Control Head. It provides selection of STANDBY, TILLER, AUTO, and NAV modes, a Dodge/Turn switch & Port/Starboard buttons, a Tiller lever (for control of the rudders position in TILLER mode), and a monochrome-graphics LCD showing the boats heading & other information. The attached 12 (or 18) metre strain-relieved cable plugs directly into either of the SPUs AUX Head inputs. The CR-203 is designed to be used while held in one hand, anywhere on the boat within the reach of the cable even outside, since the enclosure is fully waterproof. When not in use, it may be hung up on the boats dashboard or other convenient place, using hook slots on the back side.
Figure 19 CR-203 Handheld Remote
- 37 -
System Overview
TS-203 Remote
PN 20310025 12m (40) cable PN 20310030 18m (60) cable PN 30310011 Ball Knob Kit
The TS-203 Fixed Remote is a heavy duty Full-Follow-Up (FFU) Lever control which allows the operator to control the tiller steering and autopilot functions from any work station, flying bridge or remote location on the boat. The TS-203 is designed to be mounted anywhere convenient, inside or outside (it is fully waterproof), and positioned horizontally, vertically or ay any angle desired. The attached 12 (or 18) metre strain-relieved cable plugs directly into either of the SPUs AUX Head inputs; the cable can be routed to exit the TS-203s case from the back side, or from the top edge.
Figure 20 TS-203 Fixed Remote
The optional Ball Knob Kit is a replacement for the TS-203s standard tapered-handle Tiller lever. It is intended to be used where a ball handle is preferred, or in installations where there is limited space in which to mount the TS-203. The kits ball & shaft are the same as used on ComNavs NFU Jog Steering Control (see next page). The total ball-shaft length is 12 cm (5), as compared to the TS-203s standard handle-shaft length of 18 cm (7).
- 38 -
System Overview
Other Controls & Indicators

NFU Jog Steering Control
PN 20310002 (one set of switches) PN 20310003 (two sets of switches)
ComNavs NFU (Non-Follow-Up) Jog Steering Control is a permanently mounted, watertight, electrical switch specifically designed for marine use. The spring-centered lever can be moved to Port or Starboard as desired to provide non-follow-up (time dependent) electrical control of the boats steering system.
Figure 21 NFU Jog Steering Control
Rudder Angle Indicator (RAI)

PN 20360023 (metal backshell)
The ComNav RAI is a backlit 76 mm (3) diameter gauge that displays the actual position of 7 the boats rudder. The RAI is flush mounted, with a corrosion-resistant metal backshell , and a water-resistant front face; it accepts a lighting voltage supply of 12 or 24 VDC. An optional Bezel Kit (PN 30360004), a Watertight Case (PN 20360016) and a Wheelhouse Case (PN 20360017) are available.
Figure 22 External Rudder Angle Indicator (76 mm Model)
Note: the plastic-backshell model RAI (PN 20360014), which was discontinued in 2008, is otherwise identical to the metal-backshell model, and so can also be used with the Commander P2. Document PN 29010074 V4.0 - 39 -
System Overview
Control Head Mounting & Cover Kits

PN 30110003 Flush Mount Bezel, P2 PN 30110004 Surface Mount Bezel, P2 PN 30110006 Bracket PN 30110019 Cover PN 30110022 Flush Mount Bezel, P2VS PN 30110023 Surface Mount Bezel, P2VS
The Control Head (when shipped as part of a complete Commander P2 system) is a core module, and comes with accessory kits for three methods of mounting it: a snap-on bezel for flush mounting, a snap-on bezel for surface mounting, and a two-piece bracket for bracket mounting. All required hardware is included with each kit (except for two fasteners needed to fasten the bracket to the desired mounting surface). A cover for the Head is also supplied (for use with the surface & bracket mounts); it slips on easily, to provide protection against the elements, UV rays, and so on. The bezel/bracket kits, the cover, and the Head SPU cable & connector, are also included with the Second Station Kits.
Figure 23 Control Head Mounts & Cover
- 40 -
System Overview
Rudder Drives and Interfaces

CT7 Thruster Interface
PN 20350008
The optional CT7 Interface is highly recommended when the Commander P2 Autopilot 8 System is being used on a boat equipped with Bow and/or Stern Thrusters, or when the boat is equipped with Azimuth Drives (as known as Z-Drives) of various types. The CT7 is specifically designed to be directly compatible with, and complementary to, P Series systems, in features, operation, and appearance. It connects directly to the SPU, with a dedicated cable that carries power and all control/data signals. The CT7 can operate a number of different solenoid valves, including on/off and proportional types. It has standard-voltage outputs, current-loop outputs and optically-isolated analog outputs. The CT7 also contains circuitry for interfacing an Electric Wheel to the P2 system, and a Rudder Simulator which is used when the CT7 is interfaced to Azimuth Drives. The P2s SPU has built-in setup & operational firmware support for the CT7; the firmware activates automatically when a CT7 is plugged into the SPU (at the J7 - THRUSTER INTERFACE connector). See the CT7 Installation & Operation Manual for full details, and setup & operating instructions.
Figure 24 CT7 Interface
The CT7 is not recommended for use with a P2VS system. - 41 -
System Overview
Other Drive Boxes

The Commander P2 system is capable of directly operating steering systems utilizing reversing DC motors or single speed solenoids. ComNav also manufactures a complete line of Drive Boxes that will interface the steering outputs from the P2 system to almost any type of steering system. Contact your ComNav Dealer for information and specific part numbers.
Figure 25 Drive Boxes to meet all needs
- 42 -
System Overview
Pumps & Drives

ComNav offers several types of electric-motor Hydraulic Pumps, matching Solenoid Values & related equipment, as well as a number of high-quality Cable Drives and accessories. Each drive comes with its own Installation Manual. Please contact your ComNav Dealer for information and details.
Figure 26 Hydraulic Pump & Solenoid Value
Figure 27 Cable Drives
Other Equipment
Besides the optional equipment described above, there is a wide choice of other equipment available for use with the P Series autopilot systems. Contact your ComNav Dealer for information and details.
- 43 -
Installation
- 44 -
- 45 -
Installation
Installation
This chapter describes all the steps you must follow while doing the physical installation of the P Series Autopilot System on your boat. Each of the standard components of a P Series system is described both physical mounting & electrical wiring and then some final checks are given. Commonly-used accessories are also described. Many components come with their own specific instructions, and you should pay attention to those, as well.
Basic Requirements
Please refer to the Warranty Information section of this manual before proceeding with installation.
Hazard warning!
CAUTION!
Extreme caution is advised when using tools powered by alternating current (AC) from main AC supply circuits, regardless of whether the supply circuits are indoor, outdoor, marine or industrial rated. Water, especially sea water, is an excellent conductor of electricity, and can complete a path to AC Ground through a persons body, causing injury or death, if a tool malfunctions or short-circuits.
Battery powered tools are STRONGLY recommended

If AC tools are used, they must be plugged into a circuit that is adequately protected against Ground Faults & safety hazards, in accordance with local electrical codes.
Steering System
To obtain the best performance from your autopilot system, your boats steering system must be in good working order. The hydraulic system should be bled, and should be operating with minimal play. When installing a Reversing Motor Pump, a Constant Running Pump, or an Engine Driven Pump, it is recommended that you install shutoff valves on all hydraulic lines between the Pump and the steering system.
Power Supply
For reliable operation of your Autopilot, your boats power supply system must have an adequately-breakered, or fused, DC (direct current) power supply at a nominal voltage of either 12 or 24 volts. If the circuits are fused, a power switch should also be provided. Ensure that adequate wire sizes are used to handle the expected maximum currents.
Special Tools
A slot screwdriver with a tip size of ~2.5 mm (0.1) is required, for tightening the small screws of the wire clamps in the plugs which mate with the SPUs pin-receptacle connectors.
Fasteners
In general, fasteners are not supplied with the system since different surfaces need various types of fasteners. But, no matter which types are best suited to your boat, ComNav strongly recommends that you use non-corroding hardware to secure all equipment in the system.
- 46 -
Installation
Control Head
The P Series Control Head is normally mounted in the boats wheelhouse. It can also be mounted in more exposed locations, such as on a flying bridge, since it is fully splash-proof (but note that it is not submersible). Each Head is supplied (when ordered as part of P Series System Kits) with three mounting kits: one for bracket mounting, one for surface mounting, and one for flush-mounting. The flush-mount is meant to be used when the Head is installed inside the boat; the bracket & surface mounts can be used inside or outside. Each kit is packaged in a separate bag. Complete instructions, including drilling/cutting templates for each type of mounting, are contained within the bag for each kit. There is a fourth bag (PN 30110005) containing a number of screws, washers, and nuts. The fasteners in this bag are to be used with either the surface mount kit or the flush-mount kit. They are not used for bracket-mount installations. A slide-on, friction-fit cover is also supplied, for use with either the bracket or surface mounts. Despite that, the Control Head should not be located where it is exposed to prolonged direct sunlight. The Control Head comes with a 7.6 metre (25) detachable cable. The cable has a 9-pin circular connector on one end, flying leads on the other end, and a loose plug that the leads will be wired into after the cable is routed; the plug mates with a matching connector on the SPU. The cable and Head-end connector are fully waterproof.
Electrical Connection
Route the Control Head Cable to where the SPU will be located. Avoid running the cable parallel to antenna cables, AC power, or DC wires/cables carrying heavy current. Excess Control head Cable can be coiled up, or the cable can be trimmed to a suitable length. See Control Head on page 64 for details on connecting the cable to the SPU.

The SPU should be mounted in a clean and dry location inside the boat, and away from heat, moisture, and water of any kind. It should be somewhere central: between the Control Head, the main electrical panel, and the rudder drive system. It need not be visible during normal operation, but it should be located so that there is easy access to it during wiring & maintenance operations. Typical locations are right next to the electrical panel, at (or under or above) the Navigation station, or in a dry storage locker in or near the wheelhouse. The SPU should be mounted far enough away from your boats magnetic compass(es) so as to minimize any electrical/magnetic interference to it (them); a good rule-of-thumb is at least 1 metre (3) but see Compass Safe Distances on page 206 for specific values, if you do not have that much space. The SPU can be mounted vertically on a bulkhead or horizontally on a deck or shelf.
If mounted vertically, it should be positioned so that all wires and cables will exit from the bottom of the SPU (after running sideways, left &/or right as appropriate, from the SPU connectors under the SPUs wiring cover). If mounted horizontally, all wires and cables should have a drip loop formed in them.
Each SPU is shipped with a package of four mounting feet and an instruction sheet that includes dimensions for drilling holes to fasten the feet to the boat.
See Wiring the System on page 60 for SPU wiring details.
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Installation
Compasses
P Series autopilot systems are usually supplied as a complete System Kit, with one of several types of available compasses; the compass type chosen typically depends on the type and intended use of the boat.
a Fluxgate Compass (optionally with a Heading Rate Stabilizer) a Magnetic Compass Sensor, for use with the traditional type of externally-gimballed magnetic compass, such as the ComNav 5 & 6 Binnacle Compasses a Tri-Axis Rate Gyro Compass a Vector G2 (or G2B) GPS Compass or other NMEA compass
Refer to the appropriate section below for specific installation instructions for your Fluxgate/HRS or Magnetic Compass.
Note: if you have a Rate Gyro compass, a Vector G2/G2B or other NMEA compass, please also refer to the Installation & Operation Manual that came with it.
Compass Deviation
When first installed, most Fluxgate & Magnetic Compasses will exhibit Deviation effects . Magnetic Deviation is the error between the compass reading and the boats actual Magnetic heading. Deviation is a result of magnetic fields induced in the boats hull (especially on steel boats) by various factors. It can also be caused by electromagnetic fields from objects such as engines, davits, galley equipment and the like, from the boats electrical/electronic systems & wiring, and even from ordinary electronic items such as PCs, cell phones, CD/MP3 players & AM/FM radios. If you have a ComNav Fluxgate Compass (with or without an HRS), or a 45 Compass 10 Transducer , the Commander P2 can electronically compensate for the Hard-Iron portion of 11 the Deviation . The compensation procedure is done during the Sea Trials. If you have a magnetic compass, it will have to be manually compensated for Deviation. A professional compass adjuster can (& should) do this job. If you have a Tri-Axis Rate Gyro Compass, you can calibrate the compass during the Sea Trials. If you are using a fluxgate compass other than a ComNav Fluxgate Compass, or a magnetic compass not supplied by ComNav, you should contact the dealer or manufacturer you purchased it from, for instructions on how to install it, set it up, and compensate it.
9
Common Installation Considerations

Caution! Do not permanently install any compasses until Sea Trials are complete. You may have to relocate the compasses, during the trials.
Avoid running the cable from any Fluxgate Compass, Heading Rate Stabilizer, Magnetic Sensor or 45 Compass, parallel to antenna cables, AC power, or DC wires/cables carrying heavy current. Any excess cable or cables should be individually coiled up, in a suitable location near the destination. ComNav recommends that compass/HRS/sensor cables NOT be shortened (unless specifically stated otherwise, in the next sections).
The ComNav Heading Rate Stabilizer (by itself), and the Vector G2 & G2B GPS Compasses, are not affected by Deviation. 10 System packages with the 45 Compass (PN 20640006) were discontinued early in 2008. 11 Soft-Iron effects must be dealt with by installing the compass far enough away from sources of Deviation. Document PN 29010074 V4.0 - 48 -
Installation
If a cable is too short, suitable lengths of compatible cable (PN 60110012) to extend it using normal marine-grade splicing techniques can be ordered from your ComNav Dealer; or, you may special-order the compass/HRS/sensor with the length of cable that you need.
- 49 -
Installation
Magnetic Compass and Sensor

The ComNav Magnetic Sensor can be mounted to ComNavs standard Magnetic Compasses, and also to a wide variety of other brands of externally-gimballed compasses.
Caution! The Magnetic Sensor MUST NOT be attached to an internally gimballed compass (that is, where the compass card is gimballed and the bowl of the compass is not). Doing so will result in large errors between the compass and the autopilot. This is because the compass card does not remain parallel to the sensor when the boat rolls or pitches.
Locate and mount the compass in a position that minimizes magnetic interference. The compass should be at least 1 metre [about 3] away from such equipment as radios, radars, depth sounders, and engine instruments. To reduce the possibility of the card tumbling in rough weather, mount the compass as close as practical to the center of pitch and roll. Mounting the compass far forward under a bunk or similar location is a poor choice for rough weather performance.
Important! Always keep in mind that the compass is the single most vital part of an autopilot system. Locating a Magnetic Compass properly, particularly on steel-hulled boats, is essential to ensure proper operation of the autopilot. ComNav strongly recommends that the services of a qualified compass adjuster be used to select the best installation location, and to compensate the compass properly for deviation, including that caused by heeling error. Care must be taken not to place compensating magnets too close to the compass, as this will cause the Compass Sensor, mounted underneath the compass, to read incorrectly. To correct compass deviation on steel boats, or on other boats with magnetic compensation problems (typically caused by interference from adjacent ferrous masses such as an engine block or winches), the use of a pair of compensating quadrantal spheres is recommended.
The Sensor can be mounted to the bottom of the compass using the brass screw supplied, or it may be bonded directly to the compass bowl using a suitable adhesive. The Nylon Washer should be placed between the Compass Sensor and the bottom of the compass bowl. Check to see that the Senors brass screw does not touch anything when the compass bowl gimbals e.g., a reservoir for the compass damping fluid With the Sensor mounted to the bottom of the bowl, the magnetic compass may be used as a steering compass, if desired. It is also possible to mount the Sensor above the compass. This reduces the possibility of interference from the compensating magnets, but also reduces the visibility of the compass. Optimum positioning of the sensor can only be accomplished once the Autopilot system has been installed and powered up, during the Compass setup procedures (see page 93 in the Setup Procedures section of the manual).
Route the Magnetic Compass Sensor cable from the Compass to the location where the SPU will be. Ensure that there is sufficient slack in the cable to allow the compass bowl to tilt and rotate freely in all directions. See Compasses on page 66 for further details on connecting the cable to the SPU.
- 50 -
Installation
Fluxgate Compass
Important! Always keep in mind that the compass is the single most vital part of an autopilot system. Locating a Fluxgate Compass properly, particularly on steel-hulled boats, is essential to ensure proper operation of the autopilot.
For best performance, the Fluxgate Compass must be mounted parallel to, and as close as possible to, the boats fore-aft centreline, and also as close as possible to the boats centre of pitch and roll. This is typically low in the boat, at or about the waterline, and slightly aft of the centre of the boat. You must keep the compass as far away as possible at least 2 metres (about 6) from engines, electric motors, and other magnetic objects. The compass must be mounted with the correct side up (that is, with the cable coming out of the top of the unit). The arrow labelled BOW should point forward. Holes are provided in the case to attach the Fluxgate Compass either to a bulkhead, or to a horizontal shelf or deck.
UP
Figure 28 Fluxgate Compass Mounting
Route the Fluxgate Compass cable to the location where the SPU will be. See Compasses on page 66 for further details on connecting the cable to the SPU.
- 51 -
Installation
Heading Rate Stabilizer

Once a suitable location has been selected for the Fluxgate Compass, the optional HRS should be mounted in close proximity. For best results, it should be located no closer than 40 cm (16) to, and no farther than 2 m (6) away from, the compass. And, similar to the compass, it should be mounted as close as possible to the boats centre of pitch and roll The Heading Rate Stabilizer must be mounted horizontally i.e., sitting flat in both the fore-aft & athwartships dimensions, when the boat is sitting level in the water. There is no need to orient it in any specific direction, however. The Rate Stabilizer is not adversely affected by proximity to ferrous metal, so there is no minimum distance to the hull or superstructure, engine, radios, and so on. The HRS case has mounting holes identical to those of the Fluxgate Compass.
In Commander P2 systems ordered with a ComNav Fluxgate Compass & the Heading Rate Stabilizer option, the compass will be one of the plug-style versions (PN 20320007 for the standard compass, or 20320004 with a heeling coil). Route that cable to the HRS. Route the cable from the HRS to the location where the SPU will be. See Compasses on page 66 for further details on connecting the Fluxgate Compass to the HRS, and the HRS cable to the SPU.
45 Compass Transducer
Important! Always keep in mind that the compass is the single most vital part of an autopilot system. Locating the 45 Compass Transducer properly, particularly on steel-hulled boats, is essential to ensure proper operation of the autopilot.
Choose a location for the Compass Transducer . For best performance, it should be mounted parallel to, and as close as possible to, the boats fore-aft centreline, and also as close as possible to the boats centre of pitch and roll. This is typically low in the boat, at or about the waterline, and slightly aft of the centre of the boat. You must keep the transducer as far away as possible at least 2m (about 6) away from engines, electric motors, and other magnetic objects. Holes are provided in the case, to attach the transducer to a bulkhead. It must be mounted with the correct side up (the label that says Compass must be on top), and the arrow should point to the bow.
12
Route the Compass Transducer cable to the location where the SPU will be. Excess cable should be coiled up. The cable may be shortened if desired, to avoid excess coils. See Compasses on page 66 for further details on connecting the cable to the SPU.

Choose a location for the Rate Gyro Compass. For accurate readings, the word forward on the compass must be facing forward and parallel to the boats fore-aft centreline. The compass should also close to level with the waterline for accurate pitch and roll readings. You must keep the compass as far away as possible at least 1 metre (about 3) from engines, electric motors, and other magnetic objects.
12
This product was discontinued early in 2008, but is still supported on the P Series. - 52 -
Installation
Please check your compass manual (PN 29030051) for detailed instructions.
See Compasses on page 67 for further details on connecting the cable to the SPU.
- 53 -
Installation
Rudder Follower Unit

Note: the Commander P2VS does not use a Rudder Follower Unit when operating using its Virtual Rudder Feedback feature, and so P2VS system kits do not include an RFU. However, an RFU (any of the types rotary, linear, etc.) may optionally be used, if you wish to install the P2VS to operate in its P2 Equivalent mode (see page 145); if so, follow the instructions here to install the RFU.
The Rudder Follower Unit (RFU) is used to transmit (i.e., feed back) the position of the rudder to the autopilot. The RFU should be connected to whatever part of the steering system that the autopilot controls. Normally, this will be the boats rudder. However, if the boat has a two-stage steering system where the autopilot drives a control or servo ram, the RFU should be mounted to the servo ram rather than to the rudder. Typically, the RFU is mounted in the stern of the boat, close to the rudder post. A mounting base may have to be fabricated to position the RFU properly. Mount the RFU in a location where the possibility of damage from any equipment stowed in the area is minimized.
Note: if you are connecting the Commander P2 to a mechanical Cable Drive (for boats that use cable steering instead of hydraulic steering), the RFU is built into the Cable Drive. See the Cable Drive Installation Manual for details.
Rotary Rudder Follower Unit

Mount the Rudder Post Arm on the rudder post using a stainless steel band clamp (not supplied). Bolt the ball joint to the hole in the Rudder Post Arm corresponding to the diameter of the post in inches, making sure the ball is facing upwards. Mount the RFU so that the RFU Arm is the same height as the Rudder Post Arm. The RFU is centered when the arm is directly above the cable gland (see Figure 29). The distance between the centerline of the Rudder Post and the RFU must not exceed 24 inches. Make sure that the ball joints on the Rudder Arm and RFU arm are facing upwards as shown in Figure 3. Snap the rod assembly onto the ball joints. Be sure to close the release clamps on each socket. Refer to Figure 29, and adjust the length of the rod to get the correct geometry with the rudder dead-ahead. If the locking screw in the RFU arm has been loosened, or the arm has been removed from the RFU, re-attach the arm and check the potentiometer center position. When the rudder is dead-ahead, the electrical resistance between the wires of the black & green wire pair, and the wires of the white & green wire pair, should be equal (approx. 600 ohms each). Be careful to check the installation for any mechanical obstructions or binding of the linkage, and correct it now, before it becomes a problem.
- 54 -
Installation
Figure 29 RFU Linkage Geometry
The Rudder Follower Unit is normally supplied with approximately 15.5 metres (50) of cable. Run the cable from the RFU towards the SPU, ensuring that a hose or conduit protects it wherever it passes through bulkheads, holds, or any other area where it could be damaged. If the length of cable supplied is too short to reach all the way to the SPU, obtain a terminal strip and sufficient additional cable from your ComNav Dealer. Mount the terminal strip in a convenient DRY location where it will not be subjected to moisture of any kind. See Rudder Follower Unit on page 70 for further details on connecting the cable to the SPU.
Heavy Duty Rotary Rudder Follower Unit

The Heavy Duty Rotary RFU is also compatible with P Series systems. If you have purchased one of these devices, follow the installation instructions supplied with the unit. See Rudder Follower Unit on page 70 for further details on connecting the cable to the SPU.
- 55 -
Installation
Linear Rudder Follower Unit

Installations on boats with outboard motors will typically use a Linear RFU. 1) If the Linear Rudder Follower is to be mounted with the sliding rod facing towards the port side of the boat, turn the steering wheel so the motor is hard over to starboard. If the Linear RFU is to be mounted with the sliding rod facing towards the starboard side of the boat, turn the steering wheel so the motor is hard over to port. 2) Carefully measure the travel of the outboard motors steering cylinder. It must not exceed 25.4 cm (10). If it is more than that, corrosion resistant spacers will need to be fabricated to go over the rod of the hydraulic cylinder to limit its travel (see Figure 30).
Caution! If the travel of the steering cylinder is more than 25.4 cm (10), the Linear RFU will be over-extended, causing it to be damaged or destroyed. There is no warranty on the Linear RFU for damage due to over-extension.
OUTBOARD MOTOR
STEERING CYLINDER
TWO PIECE CLAMP 30 FOOT (9.1 METER) CABLE TO AUTOPILOT STAINLESS STEEL BAND CLAMP
OUTBOARD FEEDBACK (SEE DIMENSIONS BELOW)
ADD SPACERS IF NECESSARY TO LIMIT TRAVEL TO 10 INCHES / 254 MM (MAX.)
STAINLESS STEEL BRACKET
15.2 INCHES / 386 MM
SLIDING ROD
OUTBOARD FEEDBACK MATERIAL - STAINLESS STEEL & PLASTIC 5 INCHES / 127MM (0 - 10.5 INCHES / 0 - 267 MM)
Figure 30 Typical Arrangement of Linear RFU on an Outboards Steering Cylinder
- 56 -
Installation
3) The clamps and band should be positioned as far as possible towards the end of the Linear RFU which has the cable that goes to the autopilot (see Figure 30). Loosely place the stainless steel band clamp around the Linear RFU and the outboards steering cylinder. Place the larger plastic mount bracket on the RFU, curved face on the Follower. Place the smaller plastic mount bracket on the steering cylinder, curved face on the cylinder body. Loosely tighten the band clamp around the RFU, the cylinder and the brackets (see Figure 31 and Figure 32).
STAINLESS STEEL BAND CLAMP
TWO PIECE PLASTIC MOUNT BRACKETS
Figure 31 Band Clamp and Plastic Brackets
2.25 2.00 1.75 1.50 1.25 STEERING CYLINDER 1.25 - 2.25 INCH. DIA.
STAINLESS STEEL BAND CLAMP
TWO PIECE BRACKETS OUTBOARD FEEDBACK
Figure 32 Installed Arrangement of Brackets
4) Remove the nut from the steering cylinder rods end (see Figure 33). Place the thick nylon flat washer (1.57 mm / 0.062 thick), then the thinner nylon flat washer (0.81 mm / 0.032 thick) and lastly the stainless steel bracket, over the threaded end of the rod. Place the stainless steel flat washer on the other side of bracket, and then replace the cylinder rods nut. Do not tighten it yet just thread it part-way, far enough to stay on. 5) Extend the sliding rod completely out of the Linear RFU. Push it back in slightly (about 3mm / 1/8). Adjust the position of the Follower so that the end of the sliding rod is flush with the stainless bracket. Place the nylon washer between the nut and the stainless steel bracket. Place the stainless steel washer on the other side of bracket, and screw the Nylock nut part-way onto the threaded rod at the end of the Linear RFU.
- 57 -
Installation
6) Carefully adjust the position of the Linear RFU so that it is parallel with the hydraulic cylinder, in both horizontal and vertical planes. 7) Finally, tighten both nuts and the stainless steel band clamp securely.
NYLON FLATWASHER 7/16" x 3/4" x 0.062" NYLON FLATWASHER 7/16" x 3/4" x 0.032" SLIDING ROD SS FLATWASHER 1/2" x 7/8" x 0.032" REMOVED NUT SUPPLIED WITH CYLINDER SS NYLOCK NUT 1/4-20
NYLON FLATWASHER 1/4" x 5/8" STAINLESS STEEL BRACKET SS FLATWASHER 1/4"
Figure 33 Fasteners, Stainless Bracket Arrangement
Caution! To avoid the possibility of contaminants entering the Linear RFU, it is advisable to do an occasional wipe-down of the sliding rod, while it is fully extended, with a clean rag. If you trailer your boat, it is especially important to do this on a regular basis. A good time to clean the rod is during the on-shore preparation for every launch, since that will take care of any road grime picked up during the trip to the launching ramp.
The Linear RFU is normally supplied with approximately 9.5 metres (30) of cable. Run the cable from the Linear RFU towards the SPU, ensuring that a hose or conduit protects it wherever it passes through bulkheads, holds, or any other area where it could be damaged. If the length of cable supplied is too short to reach all the way to the SPU, obtain a terminal strip and sufficient additional cable from your ComNav Dealer. Mount the terminal strip in a convenient DRY location where it will not be subjected to moisture of any kind. See Rudder Follower Unit on page 70 for further details on connecting the cable to the SPU.
- 58 -
Installation
Other Equipment
You should install the remaining components of your P Series system according to the installation instructions that come with that equipment:
Auxiliary Controllers Jog Steering Controls Rudder Angle Indicators Wind Transducers CT7 Thruster Interface or a Drive Box Pumps & Drives and etcetera ...
Electrical wiring instructions for all these are a combination of the information in the manual supplied with each piece of equipment, and specific information for the P Series Autopilot which is given in the following sections of this chapter.
- 59 -
Installation
Wiring the System

Once everything is securely mounted, you can begin wiring the various components of the system, one at a time.
ComNav strongly recommends that ABYC wiring standards, or the equivalent for your locale, be followed.

Start by removing the Wiring Cover from the SPU. It is held in place by two knurled plastic nuts (see Figure 34). Set the cover & nuts aside they will be re-installed once all the wiring of the SPU is complete.
Figure 34 Removal of the SPU Wiring Cover
Connectors on the SPU

With the wiring cover off, all the SPUs connectors are visible & accessible. Each connector is a pin receptacle, with the pins sized according to how much current will be carried bigger pins for higher current. Each pin has a signal name, rather than a number, to make it easier to match wires with pins (see connector label, below).
RUD.RET RUD.SIG M2 / STBD M1 / PORT SW'D BSW'D B+
ComNav P SERIES SPU

CHASSIS
HI SPD 1 PPS AN OUT 2 WORK DIO3 AN OUT 1 DIO2 DIO1 GND V+ SSM SPM SS SP BSM BPM BS BP GND V+ CB CA WB WA V+ COS REF GD EX2 EX1 SIN 2B 2A 1B 1A CH GD B A IN CL ON DI DO V+ GD FR SS V+ CL ON DI DO V+ GD FR SS V+ CL ON DI DO V+ GD FR SS V+
GND PWR OUT
SIG +5V
GND
BBATTERY INPUT
STBD JOG LEVER
J1
DRIVE OUTPUTS
J2
J3
RUDDER RAI FOLLOWER OUTPUT
J4
J5
MISC. I/O
J6
THRUST ComNav CONTROL OUT AUX 1 I'FACE COMPASS NAV I/O NETWORK HEAD
CUTOUT
B+
PORT GND
GND
CC+ PSPS+ SH
AUX 2
J7
J8
J9 J10 J11 J12 J13
Figure 35 SPU Connector Wiring Label
- 60 -
Installation
Each pin receptacle mates with a matching plug; the wires from external equipment & devices (battery, drive system, compasses, etc.) are inserted into those plugs. The plugs allow quick installation & removal of system wiring, yet are fully secure, once the various cables are strain-relieved. The SPU is shipped with all the plugs normally required, pre-installed on the matching receptacles (except the Control Heads plug, which is supplied with it). The plugs are Euro style; they have an internal U-shaped rising-cage wire clamp, driven by a slot-head screw. To attach a wire, the clamps screw must be turned counter-clockwise several turns (using the small slotted screwdriver mentioned on page 46 Special Tools), which drives the clamp downwards to open it up; then the wire can be fully inserted into that clamp. The screw must then be turned clockwise until the wire is tightly held in the clamp.
Wire Sizes
It is important to use the correct size wires in each connector, in both the mechanical & electrical sense! Mechanically, due to the amount of vibration & impact shocks that can occur on a boat (from propeller & engine vibration, hitting waves, etc.), the stripped end of wires must be securely clamped in the plugs; using a too-small or too-large wire can cause poor clamping. Electrically, due to the relatively high current requirements of an autopilot compared to many other types of electronic equipment, it is vital to use the largest possible size of wire to connect the various components. Undersized wiring will result in power losses which can affect overall efficiency and performance. At the same time, due to the corrosive affects of the marine environment on bare wire, stripping too much or too little insulation from the ends of wires is poor practice. All the connectors used on the SPU are marine grade, and use corrosion-resistant materials. The acceptable wire size range, DC current rating, stripped wire depth and pin spacing for all the SPUs connectors are as follows:
Connector Name
J1, J2 J3, J4 J5 J13
Wire Gauge
12 22 AWG 12 22 AWG 14 22 AWG
Rated Current
12 A 12 A 8A
Wire Depth
6 mm 6 mm 6.5 mm
Pin Spacing
7.62 mm 5.08 mm 3.81 mm
Table 1 SPU Connector Ratings
Below are the recommended minimum gauges for the connections to the various elements of the system. All cables should use stranded wire, and have marine-grade insulation; only the ones so indicated must be shielded. If in doubt, contact your ComNav Dealer for help.
Function / Use
SPU Power Supply 12/24 VDC Solenoid Valve Steering System Reversing Motor Steering System Rudder Follower Unit GPS, Chartplotter, Navigation Computer Rudder Angle Indicator
Wire Gauge
2 x 12 AWG 3 x 18 AWG 2 x 14 AWG 3 x 18 AWG (shielded) 2 x 22 AWG (shielded) 2 x 22 AWG
Table 2 Recommended Minimum Wire Gauges
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Installation
Power Supply
The ComNav Commander P2 will operate on any voltage between about 11 VDC and 30 VDC. This allows operation with boat battery systems with nominal voltages of 12 to 24 VDC.
Caution! Do not power up the SPU until you have completed the installation, and performed the steps outlined in Post-Installation Checks.
If you are following the ABYC wiring standard, the positive leg of a DC system will use Red wires, while wiring for the negative leg (usually referred to as Ground) will be Yellow or Black. Power to supply the autopilot should be taken directly from a breaker or distribution panel. The autopilot should be wired into its own individual breaker or fuse. Using appropriately sized wire or cable (see Table 2 on the previous page), wire the battery connections to the connector plug and receptacle labelled J1 - BATTERY INPUT. Double-check the wiring polarity before inserting the plug into the receptacle.
Caution! The P Series SPU is NOT reverse-polarity protected. If you connect the wrong voltage polarity at J1, you WILL damage the SPU and Head!
This will void the Warranty!

The following diagram shows a typical power supply circuit:
Figure 36 Typical Power Connection to SPU
Do not plug the power plug into the JI receptacle on the SPU until all the electrical checks listed in Final Steps & Post-Installation Checks on page 83 have been passed.
- 62 -
Installation
Power Supply Extension

If the SPU is mounted a long distance from the ships breaker panel, it is recommended that heavy gauge wire (#8 AWG or larger) be routed between the breaker panel and a suitable terminal block, which is mounted in close proximity to the SPU. A short length of #12 AWG wire can then be used between the terminal block and the SPU. This minimizes voltage drop between the breaker panel and the SPU. The terminal block is needed, in this situation, because the wire openings in the plug for J1 can accept a maximum wire size of 12 AWG, so wire larger than that can not be directly connected to J1.
Figure 37 Reducing Supply Voltage Losses
You may also want to use the same heavy-gauge extension wire technique for the Rudder Drive output wiring, if the SPU is located a long ways from the Rudder solenoids, valves, actuator, motor, etc. (see Drive Outputs on page 71).
Drive Box Power Supply

If your autopilot system utilizes one of ComNavs CT Drive Boxes, it should be wired back to the breaker or fuse separately from the rest of the autopilot system. Do NOT ever daisy-chain power wiring! The following diagram shows the proper method when using a CT Drive Box:
Figure 38 Typical Battery Connection to Drive Boxes
- 63 -
Installation
Input & Output Connections Control Head

Two types of control cable are used in manufacturing Commander P2 systems. The only difference between them is the colour-coding of the wires. Wire the cable from the main Control Head onto the nine-position plug-in connector according to the following diagram:
Figure 39 Wiring Connections for Control Head, Handheld Remotes, and Fixed Remotes
Plug the nine-position plug connector into the SPU receptacle labelled J11 - CONTROL HEAD.
Auxiliary Controller(s)
All Control Heads, Handheld Remotes, and Fixed Remotes designed to work with the Commander P2 utilize the same wiring diagram as the Main Control Head (see Figure 39, above). The only difference is that these devices are plugged into the receptacles J12 - AUX 1 or J13 - AUX 2 instead of J11 - CONTROL HEAD.
Note: Auxiliary Head Power On/Off The Commander P2 SPU is shipped from the factory configured so that power can only be turned on or off from the Main Control Head. The Main Control Head is designated as the Head which is plugged into the SPU receptacle labelled J11 - Control Head. However, the system can also be configured so that it can be turned on or off by any Control Head plugged into the receptacles J12 - Aux 1 or J13 - Aux 2 (note: power cannot be turned on from CR-203 or TS-203 Remotes). If reconfiguration is desired, follow the instructions for enabling Auxiliary Head / Remote Power On (see page 199).
- 64 -
Installation
NFU Jog Steering Controls

Any number of Non-Follow-Up (NFU) Jog Steering Controls can be connected to the Commander P2 SPU. They are simply wired in parallel to each other. Connect them to the 13 terminal labelled J3 - JOG LEVER as per the following diagram :
Figure 40 Wiring Connections for Jog Controls
In order to use the Jog Controls connected in the above manner, the autopilot must be turned on. While the Controls lever is held activated, the autopilot will move the rudder either to Port or Starboard. However, the autopilot will stop the rudder when it gets to the (user-adjustable) rudder limits programmed into the autopilot; this is done to reduce stress on the steering system.
13
This diagram assumes the Jog Control is mounted with the lever pointing up, and you want the boat to turn to Port when you move the Controls lever leftward. See the Controls Instructions for how to wire other orientations. - 65 -
Installation
Compasses
All the types of compasses, excepting NMEA 0183 compasses, are connected to the SPU receptacle labelled J8 COMPASS
Note: see page 79 for how to connect NMEA compasses.

If you ordered your system with the Magnetic Sensor, and mounted it on the bottom of your magnetic compass, wire the flying-lead end of the sensor cable as per the following diagram. If you mounted the sensor of top of the compass, exchange the blue & yellow wires. If you have a Standard or Heeling-coil ComNav Fluxgate Compass (PN 20320003 or 20320008), wire the flying-lead end of the compasss cable into the eleven-position plug which mates with the J8 receptacle, as per the following diagram. If you ordered your Commander P2 system with the optional Heading Rate Stabilizer (PN 20320009), the compass will be one with a plug-end cable: either PN 20320007 (Standard), or 20320004 (Heeling coil). Connect the compass cables plug into the To Compass receptacle on the HRS. Then wire the flying leads of the cable from the HRS as per the following diagram.
Figure 41 Wiring Connections for Magnetic Sensor, Fluxgate Compass or HRS
- 66 -
Installation
If you have a 45 Compass Transducer, it is also connected to J8, as per the following diagram.
Note: more than one wire (in the standard cables) will fit into the V+ and GD (Ground) connections, so you can connect a 45 Compass and a Fluxgate Compass (or HRS) at the same time. You may then select either as the Compass Source (see page 117) at any time during operation.
Figure 42 Wiring Connections for 45 Compass Transducer
If you have a Tri-Axis Rate Gyro Compass, it is connected through the J9 and J6 (for power supply), as per the following diagram.
Note: you only need to connect signal wires to NMEA A and NMEA B during the compass setup for calibration purposes. When the calibration is done, the signal wires to NMEA A and NMEA B can be disconnected so that the NMEA port may be used for other serial data connections. (Ensure that disconnected signal wires must be properly isolated and taped to prevent electrical damage)
Figure 43 Wiring Connections for Tri-Axis Rate Gyro Compass
- 67 -
Installation
Wind Transducer
If you are connecting a ComNav Twin-Fin Wind Transducer to the Commander P2 SPU, it must also be connected to the eleven-position plug that fits into the J8 COMPASS receptacle. Wire as per the following diagram.
Note: more than one wire (in the standard cables) will fit into the V+ and GD connections, so you can connect a Wind Transducer and a Fluxgate (or Magnetic Compass) and/or a 45 Compass Transducer, all at the same time.
Figure 44 Wiring Connections for Twin-Fin Wind Transducer
- 68 -
Installation
If your boat is equipped with a ComNav NX2 Wind Data Instrument (PN 20620050) or an Classic Nexus or NX2 Network System (various PNs), you can use the Wind transducer with both the Commander P2 and the Instrument or System, either individually or at the same time, by wiring it up as shown in one of the following diagrams.
Figure 45 Wind Transducer with NX2 Wind Data Instrument
Figure 46 Wind Transducer with Classic Nexus or NX2 Network Server
- 69 -
Installation
Rudder Follower Unit

The RFU is connected to the four-position receptacle on the SPU labelled J4 RUDDER FOLLOWER. Wire the RFU to the plug-in connector as per the following diagram.
Note: an RFU is optional on P2VS systems.
Figure 47 Wiring Connections for RFUs
Rudder Angle Indicators

The Commander P2 system will drive Rudder Angle Indicator (RAI) meters such as those supplied by ComNav (PN 20360014 or 20360023). Mounting instructions are included with the meter. Wire the meter to the plug for the SPU receptacle labelled J5 RAI OUTPUT. If you have more than one RAI, they should all be wired in series, as shown below (up to five, 500 A RAI meters may be used):
Figure 48 Wiring Connections for Rudder Angle Indicators
- 70 -
Installation
Drive Outputs
The Commander P2s SPU is capable of directly driving a variety of steering systems. Optional Drive Boxes are available for those systems not handled directly by the SPU. Contact your ComNav Dealer for more information. Almost all connections to the steering system are done at the J2 DRIVE OUTPUTS connector.
Reversing DC Motor Hydraulic Systems

The Commander P2 SPU can directly handle reversing DC motor hydraulic pumps drawing up to approximately 20 amps. For larger current requirements, the ComNav CT2 Drive Box should be used. To connect the pump motor directly to the SPU, use the following diagram. Note that wire polarity is not important, since the SPU will automatically make the necessary adjustments internally when the system is set up.
14
Figure 49 Wiring Connections for Reversing DC Motors
Linear Actuators or Mechanical Rotary Drives

Some Linear Actuators incorporate a Bypass Valve. To operate properly, the Bypass Valve should be activated by the SPUs SWD B+ output. Similarly, most mechanical drives incorporate a solenoid-activated clutch. The clutch solenoid should also be activated by the SWD B+ output. Refer to the following diagram:
Figure 50 Wiring Connections for Linear Actuators or Mechanical Rotary Drives
Shunt-Field Reversing Motors

For shunt-field reversing motors, connect the shunt field coil positive terminal to SWD B+ and the coil negative terminal to SWD GND as per the following diagram:
Two very important steps when installing any hydraulic system are to bleed it of any air trapped in the fluid, and to check for fluid leaks. This will be done later, during the Drive Setup procedure. Document PN 29010074 V4.0 - 71 -
14
Installation
Figure 51 Wiring Connections for Shunt Field Reversing Motors
Standard Four-Way Solenoid-Activated Hydraulic Valves

Connection to 12 VDC or 24 VDC solenoids should be made as per the following diagram. In this configuration, the autopilot supplies the positive voltage (SWD B+) whenever the autopilot is in POWER STEER, AUTO, or NAV modes. SWD B+ is turned off in STANDBY mode, thus providing an extra measure of safety.
Figure 52 Wiring Connections for Standard Four-Way Solenoid Valves
- 72 -
Installation
The diagram above assumes that an engine driven pump is used for the hydraulic system. In the case of an electrically powered constant running pump, use the following connection:
Figure 53 Wiring Connections for Constant Running Electric Pump.
Two-Speed Solenoid Valves

ComNavs CT5 Drive Box (PN 20350004) should be used to interface between the Commander P2 SPU and two-speed solenoid systems. Connect the CT5 to the SPU as per the instructions shipped with the CT5, and the following diagram:
Figure 54 Wiring Connections for Two-Speed Solenoid Valves
- 73 -
Installation
A.C. Solenoids
ComNavs CT4 Drive Box (PN 20350003) should be used to interface between the Commander P2 SPU and A.C. solenoid systems. Connect the CT4 to the SPU as per the instructions shipped with the CT4, and the following diagram:
Figure 55 Wiring Connections for A.C. Solenoids
Proportional Solenoid Valves

ComNavs CT6 Drive Box (PN 20350005) should be used to interface between the Commander P2 SPU and proportional valves. The CT6 is custom configured to match the requirements of the particular valve it is to be fitted to.
Note: ComNavs Production Department requires information about the make and model of the proportional valves, in order to configure the drive box correctly.
Instructions for connecting the CT6 to proportional valves are shipped with the CT6 unit. Connect the CT6 and the SPU as per the following diagram:
Figure 56 Wiring Connections for Proportional Solenoid Valves
- 74 -
Installation
Azimuth Drives, Surface Piercing Drives and Jet Drives

Newer models of these types of drives are often supplied with an electronic Autopilot Interface, to which the Commander P2 SPU can be directly connected. Older versions of these drives, however, may require the fitting of ComNavs one or two-channel Isolation Amplifier (PN 20350006 and 20350007, respectively). Instructions for connecting the Isolation Amplifier to the steering system are shipped with the Amplifier. Connection between the Isolation Amplifier and the SPU should be made as per the following diagram.
Figure 57 Wiring Connections for Isolation Amplifiers
The ComNav CT7 Thruster Interface (see page 41) can also be used with some of these types of drives. See the CT7s Installation & Operation Manual for wiring instructions.
- 75 -
Installation
External Alarm Output

An external alarm can be connected to the P Series SPU. The autopilot can be configured to activate the external alarm whenever any alarm or error message appears on the Control Head, or to activate the external alarm only if the Watch Alarm is not answered. See the description of the Watch Alarm & External Alarm on page 170 on how to choose those options. One of two outputs can be used for the external alarm. Typically, you would choose to connect the external alarm between Battery Positive (PWR OUT) and the Switched B(SWD B-) outputs on J2, as in the following diagram:
Figure 58 External Alarm, using SW'D B- Output
Alternatively, you may choose to use the SWD B+ and GND outputs as shown here:
Figure 59 External Alarm, using SW'D B+ Output
Note: when using the External Alarm configuration shown in Figure 58, there is a small current which will be flowing constantly between the pins, even when the alarm is OFF. This will not be a problem with many types of alarms; however, with certain types of sensitive Piezo-electric audible alarms, the leak current can cause a constant low-level tone from the Piezo device. An Application Note is available which describes this potential problem in detail, with suggested remedies. If you are experiencing this problem, please ask your ComNav Dealer (or go to ComNavs web site) for Application Note 2007-01.
- 76 -
Installation
Some installations require separate monitoring for power failures. This can be accomplished with the following circuit, which utilizes two relays. The coil voltage of the relays should match the supply voltage for the autopilot. The Alarm Supply, which must be a separate, dedicated supply from the autopilot supply, should match the voltage of the alarm. This is the circuit for using Switched B- as the alarm output:
Figure 60 External Alarm, SW'D B- Output with Power Fail Option
This is the alternative circuit, using Switched B+ as the alarm output:
Figure 61 External Alarm, SW'D B+ Output with Power Fail Option
- 77 -
Installation
Speed Mode & Timing Outputs

The P Series SPU outputs two status signals on the J6 MISCELLANEOUS receptacle is supplied with a 10-pin mating plug.
16 15
connector. The
In addition, a one pulse per second timing signal is output on J6. It is about 5% accurate, and is meant for general-purpose use for example, some brands of Radar & other navigation equipment require a 1 PPS timing signal for proper operation. These two status signals indicate:
If the system is operating with the Hi or Lo speed steering parameters in effect (see page 126), in AUTO or NAV modes. If the system is operating in WORK mode (see page 149).
The status signals are meant to be used to allow indication of those conditions on an external alarm or indicator. Both conditions are indicated on the Control Heads LCD display (see Figure 82 & Figure 95) but it is also sometimes useful to have them indicated with an external alarm or lamp at locations other than where the Control Head is located. These two outputs can also be used to control automatic deployment (& retrieval) of external stabilizer equipment, to enhance the boats steering & stability when it is moving at a slow speed, or when WORK mode is in effect. In both these situations, the boat is moving slowly, and so there is not as much steerageway (i.e., less water flowing over the Rudder, so it does not generate as much sideways force). All three outputs are logic-level open-drain outputs directly from the SPUs microcontroller, and must be used only within the following voltage/current limits:
Each output requires its own external pull-up resistor, which must be wired only to the SPUs logic power supply (5 VDC, created by a linear regulator on the SPU, and available at the V+ pin of J6), and to the external alarm, lamp &/or control circuit. The resistor value plus the impedance of the load must total no less than 3K3 Ohms (to limit the current into the pin in the 0 V state to less than 1.6 mA). If needed, the SPUs Ground reference for these signals is on the GND pin of J6.
Signal
WORK MODE SPEED MODE 1PPS
J6 Pin
WORK HI SPD 1PPS
When at 0 V
Normal mode Lo Speed
When Open-circuit
WORK mode engaged Hi Speed
(1 pulse per second, ~50% duty cycle)
Table 3 Speed Mode & Timing Outputs
All outputs are ESD-protected but you still must use them with care:
Do not use more than about 0.5 m of cable to connect them to the external alarm/indicator or stabilizer-control circuit. If you must connect to something farther away than that, use a suitable buffer or isolator circuit a transistor, a relay or (preferred) an opto-isolator block. With a relay, be sure to wire a flyback-suppressor diode across the coil. If shielded wire is used, connect the shield only at the SPU to the GND pin of J6.
Note: unused pins on J6 are reserved for possible future use.
15
These status & timing signals are not provided on P2 firmware versions prior to v4r0. All the pins of J6 are unused, on those prior versions (this connector was labelled J6- ENGINE I FACE on P Series SPUs manufactured before 2008). The timing output is not provided on the P2VS, and the 1PPS pin on J6 is reserved. - 78 -
16
Installation
Navigation Data
The Commander P2 has the ability to accept Navigation data & information formatted according to the NMEA 0183 standard (version 3.00). Many marine electronics devices (such as digital compasses, GPS receivers, chartplotters, and electronic charting systems, to name a few) have outputs complying with NMEA 0183. Two such devices can be connected directly to the Commander P2s SPU, by wiring them into the plug mated to the receptacle labelled J9 NAV I/O. The SPU also has an NMEA output; it transmits the autopilots real-time Heading data and status information, for use by devices such as a radar display, a chart plotter or a navigation program on a PC. Refer to Appendix 2 for more information on the NMEA 0183 sentences accepted and sent by the system. The diagram below shows typical wiring for the J9 connector.
Figure 62 Typical NMEA 0183 Connections
For proper operation, the connected device(s) must fully comply with NMEA 0183 Standard (version 3.00):
RS-422 electrical levels Baud rate: 4800 Serial data format: 8 data bits, no parity, 1 stop bit Correct NMEA sentence structure Checksums are optional, but must be valid if present
If may also be possible to use RS-232 electrical levels, in some cases such as when using a PC (see page 181). The NAV2 port can optionally be run at 9600 Baud.
To do so, you need only set the other device to transmit at that rate. The SPU automatically sets the rate for this port, by looking for valid NMEA data at all possible Baud rates.
- 79 -
Installation
Signal Names
The names of the NMEA data signals, and of the paired wires carrying them (see below), are specified in NMEA 0183: À & `B. The SPUs wiring label uses those names, on the J9 NAV I/O connector (see Figure 35). However, sometimes other equipment will use different names:
NMEA Name
À signal
J9 Connector Label IN 1A or IN 2A OUT A IN 1B or IN 2B OUT B
Function
Positive voltage with respect to `B is a logical 0 17 (aka Active or Space or ON ) Positive voltage with respect to À is a logical 1 (aka Idle or Mark or OFF)
Alternative Names + or NMEA + SIG or SIGNAL POS or +VE - or NMEA RTN or RETURN NEG or -VE
`B signal
Table 4 NMEA Signal Translation Guide
RS-422 Electrical Interface

The RS-422 electrical interface specified in the NMEA 0183 Standard uses a pair of balanced signals (aka differential signals), in paired wires, with the A signal on one wire & the complementary B signal on the other. It is necessary to maintain the correct signal polarity, when connecting one of the Commander P2 SPUs RS-422 input or output wire pairs to another NMEA 0183 device:
The P2 input ports À signal pin must be connected to the À output terminal of the other device; similarly, the P2s `B input pin must be connected to the `B output terminal of the other device. Similarly, the P2 output ports À & `B signal pins must be connected to the À & `B input terminals of the other device.
Other points to be aware of:
There is no Ground wire for the P2s NAV1 - IN ports. Both ports are NMEA Listeners (as defined in the Standard), and so are optically isolated from the rest of the SPU circuitry; they need only the À & `B signal pair to function properly. The P2s NAV - OUT port (an NMEA Talker) is not optically isolated from the rest of the SPU circuitry. However, since the other device will have an optically-isolated input (if it is a fully-compliant NMEA Listener), no Ground wire for the NAV - OUT port 18 is necessary . The CH pin on J9 is connected directly to the SPU chassis, and is also AC-connected to the SPUs Signal Ground, via a 100 nF capacitor. If the cable carrying the NAV signal wires from/to the other NMEA device is shielded, the shield should be wired to the CH pin.
The cables shield must not be connected at the other end, or anywhere else but to J9s CH pin!
17
An NMEA 0183 serial data stream is inverted by the transmitter, and inverted again by the receiver, and so a logical 1 in the data appears as a logical 0 on the À/`B wire pair. 18 The ground reference voltage for the output signals is available on the GD pin of J9 but note that this is not the SPUs signal Ground, rather it is a synthesized reference voltage, and so it must not be connected to any other Ground. Document PN 29010074 V4.0 - 80 -
Installation
Typical RS-422 Signals

The only way to troubleshoot problems with the RS-422 NMEA signals to & from the Commander P2 is with an oscilloscope; thats because a multimeter is essentially useless for differential signals. The figure below is an example of a typical NMEA 0183 RS-422 transmission, captured on a dual-trace oscilloscope. The data stream is from a P2 SPUs NAV - OUT port. Channel 1 is the RS-422 À signal, Channel 2 is the `B signal, and the Math trace is the differential voltage between À and `B; the scope probes were manually set at 10x, so the voltages of the signals are 10 times larger than measured below. The Ground Reference for the scopes inputs was the GD pin of the J9 NAV I/O connector. The Baud Rate was 4800 (or ~208.3 msec per bit). The data being sent is the first two characters at the start of the NMEA sentence: $A (the full sentence might have been $APHDM,346.5,M*37 or something similar see page 188). In hexadecimal, $A is: 0x24, 0x41; in binary: 0b00100100, 0b01000001. Following the rules of NMEA 0183, that binary data was transmitted starting with the least significant bit of the first character, in 8-bit groups: 00100100, then 10000010 (as shown in the blue overlay in the figure below). The transmitter circuit demarked each group (byte) by a leading `0 Start bit and a trailing `1 Stop bit. Finally, the train of bits was sent to the RS-422 differential driver output circuit, which put inverted bits on the À signal line, and non-inverted bits on the `B line. Before transmission from the RS-422 driver started, the signals were in the Idle state: À was at a low voltage with respect to `B (the same state as a `1 bit). After all the bits of the full sentence had been transmitted, the signals would have returned to the Idle state.
À Signal
`B Signal
Differential Signal (`B - À)

Idle Start
Stop Start
1 0
Stop Start
Figure 63 Typical RS-422 Signals
- 81 -
Installation
RS-232 Electrical Signals

It is common for non-marine equipment (especially PCs) to be able to transmit & receive NMEA-formatted data but not using the RS-422 electrical interface specified in the NMEA Standard, instead using another electrical interface, RS-232. A prime example is Personal Computers: the COM port on a PC is always at RS-232 levels. An RS-232 interface, in contrast to RS-422, does not use differential-signal wiring. Instead, a 19 single wire is used for each of the main signals Receive (usually labelled Rx) & Transmit (Tx) and for the Signal Ground (Gnd). The voltage levels are also different than RS-422. Such equipment (often described as being NMEA compatible) can usually be connected directly to the Commander P2 although there is some risk of reduced electrical noise immunity. See the section on PC COM Ports on page 181 in Appendix 1 for more details.
Status LEDs
When the autopilot is turned on, the Status LED labelled NMEA 0183 IN #1 in the SPUs Diagnostic section will be flashing whenever the autopilot is receiving data on NAV1 - IN. Similarly, the NMEA 0183 #2 LED will be flashing whenever the autopilot is receiving data on NAV2 - IN. Typically, an LED will flash at a rate of about once per second for regular data from a GPS or Chartplotter. It will typically flash at a rate of about ten times per second when connected to a Heading source, such as the Vector G2 GPS Compass.
The LEDs only show that data is being received on the associated Nav1 (or Nav2) port. They do not mean that the data received is valid! If the LED for a port is flashing, but you are seeing INVALID or NO DATA Navigation (Heading, Speed, Course, NAV) error messages for that port on the Control Head, and yet you are sure the other device is in fact sending valid data, try reversing the wires connected to NAV1 IN, or NAV2 IN. It is possible that the other devices signal names are not NMEAs À & `B (see Table 4, above), and so might have been connected the wrong way round; reversing the wire pair at J9 often solves this situation. If you are still seeing error messages, something else is wrong. Contact your ComNav Dealer for assistance.
Other Connections Thruster Interface

The J7 THRUSTER I FACE connector is used with the CT7 Thruster Interface. The receptacle is not supplied with a mating plug, since the required plug is supplied with the CT7.
ComNav Network
The J10 COMNAV NETWORK connector is reserved for possible future use. The receptacle is not supplied with a mating plug.
19
There are also several RS-232 status signals, but these are not used in the P2. - 82 -
Installation
Final Steps & Post-Installation Checks

Before using the Commander P2 or P2VS for the first time, please verify that the entire system & all its components are safely and securely mounted, and will not shake loose from the vibrations that can be expected in a marine boat.
Electrical Checks
Only after all these checks are passed should you plug the power plug into the JIBATTERY INPUT receptacle on the SPU.
1) Check the power supply wiring (from the battery/breaker).
Verify that the polarity and voltage are correct (use an accurate voltmeter for this). Check for correct wire size, tightness of all connections, fusing, and proper operation of the battery power breaker or switch.
2) Check the connections from the Compass(es) to the SPU. 3) Check the connections from the Rudder Follower Unit to the SPU. 4) Check that when the rudder is manually moved from full Starboard to full Port, and vice-versa, the RFU moves completely freely, and is not being restricted in any way. 5) Check the connection(s) from the Control Head(s) to the SPU. 6) Check the connections to the drive equipment from the SPU. 7) Check that all cables are neatly placed and secured. 8) Ensure that extraneous materials (bits of insulation, wire pieces or strands, etc.) have been removed.
During the first few weeks of operation, repeat the checks above at least once.
Completing the Wiring

1) Route all the wires and cables sideways out from the SPU (to the left &/or right, as appropriate). Use external tie-downs or cable holders to keep the wires & cables secure, with no excess strain on them, or on the plugs that are mated to the SPUs receptacles.
Many potential problems can be avoided by ensuring that cabling and wiring do not cause strain on the connectors!
2) If the SPU is mounted on a vertical surface, route all wires & cables downwards, within a few centimetres of the edge of the SPU. If the SPU has been mounted on a horizontal surface, form drip loops in all wires & cables, close outside the edges of the SPU. 3) Finally, carefully re-install the Wiring cover on the SPU. Be sure not to pinch any of the wires or cables between the Wiring Cover and any other part of the SPU. 4) Secure the Wiring Cover with the two knurled thumb-nuts. 5) Ensure that the cabling and wiring to all system components, especially Remote Controls, are well secured with clamps or alternative fasteners.
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Setting Up the System
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- 85 -
Setting Up
Setting Up
This chapter describes all the steps needed to prepare your Commander P2 or P2VS, for use on your boat, after you have installed it.
Note: to do the procedures described in this chapter, you will need to be familiar with the basic concepts of using the autopilots Control Head modes, menus, turning the system on & off, and so on. If you have not already done so, please read the introductory parts of the Basic Operations chapter.
Dockside Setup Menu

Almost all the steps involved in setting up your Commander P2 for use on your boat require using the Control Heads Dockside Setup menu so it will be described here first. Typically, the Dockside Setup menu is used only infrequently after initial setup. A special combination of buttons must be used to access the Dockside Setup menu: 1) Start with the P2 system powered off. 2) Press and hold the Fn button and the TURN button. 3) Then press & hold the STANDBY button. Power will turn on. 4) Hold all three buttons activated until the software version numbers are displayed, then release the buttons.
Figure 64 Entering Dockside Setup
5) After several seconds, the display will show the Dockside Setup menu (see Figure 65). Note that a large `D (which is the indicator that the system is in Dockside Setup) appears in the upper left portion of the display.
Note: on a P2VS without an RFU installed, an alarm may sound while the system is starting up. You can ignore this alarm; it will stop when the menu appears.
The Dockside Setup menu is unlike other menus:
There is no time-out feature associated with it. When you exit it, the system performs a full Power-On sequence, ending up in STANDBY mode. Many of the items listed in the Dockside Setup menu are not simple parameters, but instead are automated scripts (sequences of pre-defined steps) that perform a variety of functions and system tests. The letters Fn on the right hand side of the menu display identify the items that are scripts. To activate the associated script, press the Fn button.
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Setting Up
Figure 65 Dockside Setup menu
Reset
A full reset of all the P2s operating parameters is done when the Fn button is pressed; the word Reset changes to RESET to show that it has been done.
Caution! A full reset means that ALL parameters in the entire autopilot system
are set back to the default settings installed at the factory. This means any configuration (Compass & Drive Setup) you have done, and all parameter adjustments you have made, WILL BE LOST! You should use this full-reset function only on the advice of an authorized ComNav service representative!
Vessel Type
Set this to match as closely as possible to the type of boat that the autopilot is installed on. The system then automatically selects a specific set of equations & constants for use in the P2s steering algorithms which have been found to work reasonably well with typical boats of the chosen type. Also selected are the initial values of the Steering Parameters used in those equations (see Sea Trials on page 103 and Auto Menu on page 124 for more details).
Note: during Sea Trials, and later in normal operation, you can adjust any or all of the Steering Parameters values, to better suit your own boat, and/or the current sea conditions. Setting
Stern Sail Displ
Vessel Type
Stern Drive Sailboat Full Displacement
Comments
Choose this for planing-hull boats with outboards or stern-drive legs. For sailboat of all types. Choose this setting for full displacement boats that do not plane or rise out of the water at cruising speed. Choose this if your boat rises partially out of the water at cruising speed. Choose this for boats that are mostly out of the water at cruising speed.
Semi Plane
Semi-Displacement Planing Hull
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Setting Up
Large
Large, with a slow Helm response
Vessels in this category are typically over 125 LOA &/or 100 GRT (e.g., freighters, tankers, dredgers, car/truck ferries, fish processors, etc.).
Table 5 Vessel types
Compass Setup
Pressing the Fn button when this line is highlighted starts the configuration menu for various compasses the autopilot can work with. You should make sure you have connected your compass to the right port. Wiring diagrams are given in System Overview for Compasses. You should also refer to your compass manual for special requirements. See the Compass Setup Dockside procedure for full details.
Drive Setup
Pressing the Fn button when this line is highlighted starts a script in which the autopilot automatically determines the orientation of the RFU, measures the physical limits of the rudders range of motion, figures out what kind of steering system (i.e. reversing motor, solenoid, etc.) is installed, and then tests all these to make sure everything is operating properly. This is explained more fully under Drive Setup on page 91.
Exit
Press the Fn button to exit the Dockside Setup menu and restart the autopilot in STANDBY mode. Alternately, you can press and hold the red STANDBY button to shut off the autopilot.
Alarm O/P (Alarm Output)

This parameter controls the functioning of the External Alarm Output. See Watch Alarm & External Alarm on page 170 in the Advanced Operations chapter for full details.
Thrust Type Thrust MIN Thrust MAX

If the optional CT7 Thruster Interface is installed with your Commander P2 system, you will need to make adjustments to these settings. Complete instructions are included with the CT7 Thruster Interface.
Language
This parameter allows you to set the language used for almost all menus & messages that appear on the Control Head. Note that a few items remain in English at all times typically where there is no simple translation for that item. Also, the word Language on the menu is always shown in English. Choices are as follows:
English Franais Espaol slenska Italiano Norsk
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Setting Up
Note: other languages may be added in future Firmware Upgrades.
Configure Sys. (Configure System)

This menu item allows you to save (or retrieve) the full set of operating parameters, from all menus & internal settings, of the P Series system to (or from) an external device (e.g., a PC). See Configuration Save & Restore on page 190 for full details.
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Setting Up
Setup Procedures
After your P Series autopilot system is installed, you must:

Vessel Type
First, tell the autopilot what type of boat you have, and then help it determine the characteristics of the Rudder Drive mechanism on the boat. Next, tell the autopilot what type of Compasses it will be using, and have it verify that it can use those compass(es). Next compensate & calibrate all your compasses. Next, do the initial settings of the various operating parameters (Rudder gain, etc.) at high & low speed. Finally, test how well the autopilot performs in various sea conditions, re-adjusting parameters as needed.
1) Power the system up, in the Dockside Setup menu 2) Select the Vessel Type menu line, and set the type of your boat according to the table on page 87.
Figure 66 Set Vessel type
Note: at this step in the setup process, all the various Vessel Types (Displacement, Stern, Sail, etc.) can be selected, for both the Commander P2 and P2VS. However, if there is no RFU detected on the P2VS during the Drive Setup procedure, the Vessel Type parameter will automatically change to Stern, since that is the only valid selection for Virtual Rudder Feedback operation. When this happens, the vessel type displayed on the menu line will not change to Stern but the change has taken effect internally. If you exit & re-enter Dockside Setup, the menu line will then show that change.
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Setting Up
Drive Setup
The procedure for setting up the autopilot to work properly with your boats steering system varies, depending on whether or not you have fitted a Rudder Follower Unit.
20
For a Commander P2, or a P2VS which has an RFU fitted, the Rudders 21 characteristics are automatically measured by the autopilot, during Drive Setup . For a P2VS without an RFU where you will be using its Virtual Rudder Feedback feature you will need to tell the P2VS what the Rudder has done at various points in the Drive Setup process, and help it make a few measurements of the associated hydraulic/electrical drive system.
But in both cases, the purpose of the procedure is to find out:
The type of drive system solenoid(s) or a reversing motor the boat has. The orientation of the RFU (if one is fitted). The direction the Rudder moves in relation to the voltage polarity of the drive outputs from the SPU. The Hard-Over to Hard-Over time of the Rudder. The physical limits of the Rudders travel.
To begin the Drive Setup procedure, move the Dockside Setup menu highlight to Drive Setup, and press the Fn button. This will start the setups automated script. You will see a series of screens, prompting you to for various actions or information; for example: move the Rudder all the way to Port, or centre it, or enter the maximum defection of the Rudder, and so on. Some points to keep in mind, while doing this procedure: 1) Use the boats manual steering system (wheel, tiller, etc.) to move the Rudder, when prompted. 2) When moving the Rudder to the maximum Port or Starboard position, be sure to move it all the way to the physical stops.
Note: in normal operation, the autopilot always stops the Rudder a few degrees shy of that position, to avoid pounding it against the stops.
3) Similarly, on a P2VS without an RFU, enter the angle (in degrees) at the maximum Port & Starboard deflections which you want the autopilot to use.
The values you enter should be no larger than the Rudders mechanical limits! If you enter different values for Port & Starboard, the smaller of the two will be used for both.
4) The speed at which you move the Rudder manually does not matter, nor does it matter if you move the Rudder back and forth a bit when it reaches the requested position. 5) Do not be concerned if the Rudder Angle Indicator shown on the screen initially goes in the wrong direction. The autopilot will sort that out during the procedure. 6) If for some reason, the autopilot was not able to detect the type of drive, you will see a Drive Detection Failed screen.

20 21
Go back to the Dockside Setup screen, re-check all the drive wiring, and then re-start the Drive Setup procedure. If you continue to have problems, contact your ComNav Dealer for assistance.
which could be a Rudder, an I/O leg, an outboard motor, and so on but is referred to here as Rudder. The word Drive, as used on the menus, sometimes refers to the hydraulic &/or electrical system that the boat uses to control the steering mechanism (Rudder, etc.), and other times to the mechanism itself. - 91 -
Setting Up
7) After detecting the drive type, a P2, or a P2VS with an RFU, gives you the option to bleed your hydraulic steering system: If you wish to do this, please refer to the hydraulic systems manual. When all Bleeding is done, press the Fn button on the Control Head.
If you do not have a hydraulic system, just press the Fn button on the Control Head.
Note: on a P2VS without an RFU, the bleed option is not provided. You must have already done proper bleeding, before starting the drive setup procedure.
8) When the P2 or a P2VS with an RFU is testing the drive systems performance, it will run the Rudder from hard-over to hard-over a number of times. It will also make a series of short movements quick starts & stops of the Rudder, in order to determine a base reference for how the steering system responds to the typical small movements the autopilot uses during normal operation.
Note: a P2VS without an RFU does not do any performance testing of the rudder drive system.
9) After the autopilot has determined the time span for a Hard Over to Hard Over movement of the Rudder, there are several possible results:
If the HO-HO time is too fast (less than ~5 seconds), the setup may fail. Thats because if the Rudder moves too quickly, it can not be safely controlled by the autopilot. On the other hand, the setup may also fail if Rudder is too slow (more than ~22 seconds HO-HO), because the autopilot will not be able to control the Heading of the boat properly.
In either case, you will need to make some changes to the drive system, to slow
it down or speed it up, as appropriate.
If the drive system is a reversing motor (in a hydraulic or cable drive system), and it did not test as too slow, you will see an option to have the autopilot slow down the Rudder intentionally. Slowdown is done by using Pulse Width Modulation of the SPUs drive output voltages. PWM in effect lowers the voltage seen by your drive systems motor(s), and thus slows down the Rudders HO-HO time.
On most boats, it is probably not necessary to slow down the Rudder, unless the
HO-HO time is less than ~10 seconds. However, every boat is different, and so the choice is left up to you. If you choose to slow down, the Rudder movement will be re-tested (in the same sequence of test steps as you just did), but with it slowed down using a PWM signal that should run the motor(s) at about 65% of full speed (i.e., the HO-HO time should be ~50% longer than at full speed).
Note: slow-down is automatically selected for Stern Drive boats when operating using the Hi Parameter Set (see page 126). PWM may increase the electrical noise emitted from the drive systems wiring, potentially causing interference with other equipment. If this happens, but you still wish the autopilot to slow down the Rudder, you may have to re-route the wiring, and/or use better (possibly shielded) wiring, and/or take other typical noise reduction steps. Contact your ComNav Dealer for assistance.
When Drive Setup is all done, record the settings & choices you made, in the Settings chapter at the back of this manual.
Document PN 29010074 V4.0 - 92 -
Setting Up
Compass Setup Dockside

Highlight Compass Setup in Figure 66 and press Fn. The list of all four supported compass heading sources will be displayed (see Table 6 on 97).
Figure 67 Set Compass Type in Compass Configuration menu
The first step in setting up your compass(es) is to verify that it is (or they are) properly wired to the SPU). After the verification, depending on which compass or compasses you have, you must do calibration or configuration one at a time. All calibration or configuration should be done while tied up to the dock, in case any re-wiring needs to be done, or if it turns out that some elements of the P2 system need to be moved.
Note: during these steps, the autopilot may issue an INVALID HEADING alarm (see page 196). These alarms can be ignored, or cancelled by hitting the Fn button. Once a compass is found during this procedure, the alarms should cease.
Analog Compass
An analog compass may be in the type of Magnetic, (ComNav) Fluxgate with or without HRS, Fluxgate with fixed reference, or float reference. If you dont have an analog compass, leave Analog Compass to None and move to the next line. 1) If you are not already in the Compass Configuration menu as seen in Figure 67, start it by selecting Compass Setup with Fn button from the Dockside Setup menu (see the Dockside Setup menu as seen in Figure 66). 2) Highlight Analog Compass, and turn the knob to set the type according to what compass you have (see Table 6 on page 97).
If you have installed a Heading Rate Stabilizer and a Fluxgate compass, this parameter should be set to HRS.
3) Press Fn to verify that the selected compass type is properly connected and can be read.
A Please Wait screen will be displayed for a few seconds. Then, the results of the search will be displayed, along with an option to Compensate Now? or Set North Now?. The type of Analog compass that is shown, and the Compensate or Set option, will depend on what you selected for Analog Compass. Skip the compass/HRS compensation process (press the PORT button), since this can not be done while still tied up at the dock.
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Setting Up
If the autopilot could not find a compass that matches with the type you have selected in step 2), it will display a not found error message at this point.
Note: some types can masquerade as others, so be sure you have selected the correct type at step 2).
Check your installation to be sure that the compass is wired correctly. Fix any problems, and re-start at step 2). Contact your ComNav Dealer for help, if necessary. 4) Return to the Compass Configuration menu.
Digital Compass
The digital compass the P2/P2VS autopilot supports is the 45 Compass. If you dont have a 45 Compass, leave Digital Compass to None, and move to the next line. 1) If you are not already in the Compass Configuration menu as seen in Figure 67, start it by selecting Compass Setup with Fn button from the Dockside Setup menu (Dockside Setup menu is seen in Figure 66). 2) Highlight Digital Compass and turn the knob to set the value to Fixed. 3) Press Fn and the autopilot starts to search for the compass. You will not be able to move away from this line without press the Fn button if you have changed the parameter from None to Fixed. A Please Wait screen will be displayed briefly. Then, the results of the search will be displayed, along with an option to Compensate Now? 4) Skip the compass compensation process (press the Port button), since this cannot be done while still tied up at the dock. 5) Exit the Compass Configuration menu.
NAV 1 Port
NAV Ports are always available as a compass source and need not be installed. However, if you have a Tri-Axis Rate Gyro Compass connected to NAV1 port, you can calibrate the compass when your boat is on the water. See Compass Setup on the water for setting up Tri-Axis Rate Gyro Compass on page 100.
NAV1 or NAV2 Port for general NMEA Compass

For other NMEA compasses such as a Vector G2 or G2B GPS Compass you should refer to the setup & configuration instructions that are supplied with it. Some points to keep in mind: 1) For proper performance of the autopilot, the update rate of the Heading sentences from 22 the NMEA compass must be ~10 Hz . Typically, you can set the sentence update rate in an NMEA compass using a generic terminal program, or a product-specific control program, on a PC (e.g., HyperTerminal, or Airmars WeatherCaster). Be sure to make that 10 Hz rate the power-on default rate.
22
More than 10 Hz is not useful, but at much less than that the autopilot will not be able to maintain good control of the vessels steering. - 94 -
Setting Up
2) Whenever an NMEA compass is being used as the Heading source (see page 117), if valid Heading/Compass data sentences are not received for ~3 seconds, an INVALID HEADING alarm will occur. 3) If you are going to be using only Magnetic Heading values, or only True, then you only need to set the NMEA compass to output the corresponding sentence HDG or HDM for Magnetic, HDT for True. 4) If you wish to be able to switch between True & Magnetic (via the NMEA Heading Type parameter in the Standby menu see page 118), then HDT and either HDG or HDM should be enabled, with both HDT & HDG/HDM at 10 Hz (but see the section on Bandwidth, below). To verify that an NMEA compass is connected, look at the NMEA IN LEDs in the Diagnostic section; the LED for the SPUs NAV input which the compass is connected to should be flickering.
Note: if the À & `B wires are connected backwards, the LED will still flicker; but when NAV1 or 2 is later selected at the Compass Source in the Standby menu, no Heading will be displayed, and a NO HEADING alarm will occur. If this is the case, simply swap the À & `B wires. Its worth noting that some NMEA compasses, even if correctly wired, will sometimes be outputting Null Heading values. For example, the Vector G2/G2B, if it can not see enough GPS satellites well enough to be able to compute Heading, will output these sentences:
$GPHDM,,M*1B $GPHDT,,T*1B
In this case, the Heading data fields (between the commas) are empty, meaning null or nothing (not zero since that is a valid Heading value). This will result in no Heading being displayed on the Control Head, and trigger a NO HEADING alarm. To deal with this condition, please refer to the NMEA compass manual and in the meantime, use one of your other on-board compasses!
Bandwidth of an NMEA Compass Connection

You must always be sure that maximum bytes/second capability (aka data rate or bandwidth) of the serial link between the NMEA compass & the autopilot is not exceeded by the enabled sentences. The maximum data rate of an NMEA 0183 serial link is always 1/10 of the links Baud Rate. An example calculation:
th
The Baud Rate of the SPUs NAV1 input is fixed at 4800, so if the NMEA compass is connected to NAV1, it must be configured to output at 4800 Baud, and the max data rate is then 480 bytes/sec. HDT & HDM sentences are each 20 bytes long, and HDG is 33. Thus, it is possible to have both HDT & HDM at 10 Hz each, connected into NAV1:
20 x 10 + 20 x 10 = 400 bytes/sec < 480 bytes/sec

But it is not possible to have both HDT (or HDM) & HDG into NAV1:
20 x 10 + 33 x 10 = 530 bytes/sec > 480 bytes/sec
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Setting Up
However, since the Baud Rate of the SPUs NAV2 input can be either 4800 or 23 9600 , the max data rate is 960 bytes/sec and so both HDT (or HDM) & HDG can be used into NAV2, at 10 Hz each.
This check must include any other NMEA sentences output from the NMEA compass. As an example: the Vector G2/G2B can also output the boats Speed Over Ground (in the VTG sentence 45 bytes), which can then be used as the autopilots Speed Source data input:
The factory default setting of the G2/G2B is HDT & HDM at 10 Hz each, and VTG at 1 Hz (on Port B). That is indeed useable on NAV1, as well as on NAV2:
20 x 10 + 20 x 10 + 1 x 45 = 445 bytes/sec < 480 bytes/sec

The total bytes/sec of all sentences must always be less than the links max data rate! Problems caused by exceeding the max data rate are usually very hard to troubleshoot. The excessive rate will cause data errors, mostly in the form of partial sentences (caused by buffer memory overflow in the sending device, and/or in the SPU). These are always invalid, so the SPU discards them. But that causes subtle problems. For example, if the Heading sentences are being truncated, a few will usually still get through OK, and so the SPU will not raise a NO HEADING alarm (the SPUs error-detection routines do not measure update rate, but only check if any valid data is being received). However, the effective Heading update rate will be less than is required for good steering so the autopilot will seem to be steering poorly. A specific case: if the Heading data source device is nominally transmitting valid Heading sentences at 10 Hz, but only 2 are getting though OK per second, then the effective Heading update rate that the autopilot is using is 2 Hz and thats much, much too low for good steering. Similar problems can occur with other NMEA data used by the autopilot (Speed, Position, Waypoints, etc.), if the link max data rate is exceeded.
23
NAV2s Baud Rate is automatically set by the SPU by looking for correct NMEA sentences at each rate possible. - 96 -
Setting Up
Compass Source
Setting
Compass Type
Comments
Choose this setting if you have an externally gimballed magnetic compass fitted with a ComNav Magnetic Sensor, such as the one shown to the left. Choose this setting if you have a ComNav Fluxgate Compass like the one shown to the left.
Mag
Flux Analog Compass Fixed
If you have a ComNav Heading Rate Stabilizer connected in series with the Fluxgate Compass, use the HRS setting (below).
The autopilot can accept a variety of Analog compasses. Consult the manufacturers documentation, or contact the manufacturer, to determine whether the reference signal is fixed or floating, and set the An. Compass Type to match. Choose this setting if you are using a ComNav Heading Rate Stabilizer (& Fluxgate Compass) like the one shown at the left.
Float
HRS
Digital Compass
Fixed
Choose this setting if you have a 45 transducer connected.
NAV1 Port
SSRC1
Choose this setting if you have a ComNav Tri-Axis Gyro Rate compass connected. Choose this setting if your autopilot system is utilizing any type of NMEA 0183 Compass (such as the ComNav Vector G2 or G2B GPS Compasses) other than Tri-Axis Rate Gyro compass or a specific NMEA compass that ComNav may support in the future. This type of compass usually does not require specific calibration, or can be calibrated through other means.
Table 6 Compass types
NAV1 or NAV2 Port
NMEA
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Setting Up
Compass Setup On the Water

The final steps of compass setup should normally be performed after all other installation and setup procedures for the autopilot system are completed, so that all net electrical and magnetic effects of the installation on the compass(es) are taken into account. First you must compensate the compass(es) for Magnetic Deviation . Then, you may need to calibrate each compass (i.e., correct for any inherent constant directional offset in each). You will need to take your boat away from the dock, and out onto a body of open water (the sea, a lake, a river, etc.), and in relatively calm conditions. It is important that there be sufficient sea room to put the boat through a series of fairly slow & wide circle turns, and to run the boat for several minutes on a straight Track at various Headings, without encountering obstacles, other marine traffic, etc. You should also avoid areas around bridges, underwater power lines, and pipelines, as these can affect your compass(es).
24
Caution! Be sure to keep a proper lookout for other boats, and any hazards, while doing any of the circle turns & manoeuvres described below. Note: some of the steps performed here require that you be familiar with the STANDBY mode & menu of the autopilot (see page 110). During all these procedures, the INVALID HEADING alarm may occur. You can cancel it (press the Fn button), or leave it active.
Compensation for Magnetic Deviation

The procedure you will follow to compensate your compass(es) depends on the type(s) of compasses you have installed. Some elements of all the procedures are the same:
You can take as long as you like to start the turns required to compensate any of the compasses requiring it, but once the SPU detects that you have you have started the turns, you have ~6 minutes to complete enough turns, before a Failed screen appears. You may choose to do the turns either to Port or to Starboard. It doesn't matter which way, as long as you do not reverse direction during the compensation step. Boat speed matters only in that it should be sufficient to hold a constant rate of turn of about 2 to 3 degrees per second, meaning that the full circle should take between 3 & 2 minutes. As well, it should be sufficient that you can steer smooth, steady turns in the current sea conditions.
Magnetic Compass Sensor

ComNav strongly recommends that a professional compass adjuster compensate Magnetic Compasses. The Sensor itself does not require compensation, only calibration.
24
In the P Series, Magnetic Deviation compensation of Fluxgate Compasses (with or without HRS), and of the 45 Compass Transducer, only corrects for Hard-Iron effects. Soft-Iron effects are not corrected for. - 98 -
Setting Up
Heading Rate Stabilizer Note: if you have a Heading Rate Stabilizer, you only need to compensate it. You do not need to compensate the Fluxgate Compass attached to it (and in fact, trying to do so will cause an error). If you do not have an HRS, do the Fluxgate Compass procedure instead of this.
1) With the autopilot powered off, loosen the white plastic screw on the top of the Heading 25 Rate Stabilizer , by approximately 3 turns (dont remove it all the way, though). 2) Power up the autopilot, in the Dockside Setup menu. 3) Move the highlight to the Compass Setup line, and press the Fn button. 4) Highlight Analog Compass, make sure the parameter is correctly set to HRS, and press the Fn button. 5) You will see a Reading Compass screen, and then a Turn Boat at 3 /s screen. If ComNav HRS Found appears instead, the HRS has not entered its test mode. Power off, back the HRS screw out another turn & re-try.
6) Manually steer the boat in a circle. You will typically need to do a bit more than 2 full circles. 7) After enough circles, the screen should change to say Compensation OK . Press the PORT button, to end the HRS testing procedure and go back to the Compass Configuration menu.
26
If the Compensation OK screen does not appear after you have done more than 3 full circles, or if the screen shows HRS Compensation Failed, shut off the autopilot, check all wiring, then repeat this procedure from step 2). If that does not work, you should repeat the procedure, but try to turn the boat in a bigger, steadier circle. If that does not work, you may also have to relocate the compass and/or HRS. If you continue to encounter difficulties, please contact your ComNav Dealer for assistance. To repeat the HRS compensation, you must power the system off & then back on again (in Dockside Setup). If you try to repeat compensation without a power cycle, you will see ComNav HRS Found appear on the screen, followed by HRS Compensation Failed. If this occurs, press the PORT button to abort the invalid HRS compensation attempt.
8) Screw the plastic screw on the top of the HRS all the way in again. Be careful not to over-tighten it. The HRS is now compensated. It and the Fluxgate Compass attached to it are ready for use (although the combination may still need to be calibrated).
25
Backing out the screw toggles an internal mode switch, which it turn causes the HRS, the next time it is powered up, to perform some internal tests. In these tests, it adjusts certain of its operating parameters to the specific electrical characteristics of the Fluxgate Compass which it is connected to, and for Hard-Iron deviation errors. During testing, the HRS is outputting an invalid Sine/Cosine signal pair to the SPU both signals are at 2.5 Volts. 26 The HRS has completed its tests, and is now outputting valid Sine/Cosine signals derived from the Fluxgates Sine/Cosine signals, but compensated for the vessels rate of turn to the SPU. Document PN 29010074 V4.0 - 99 -
Setting Up
ComNav Fluxgate Compass and other fluxgate compasses Note: if you have an HRS, do the compensation procedure for that, instead of this one.
1) Power up the autopilot in the Dockside Setup menu. 2) Select Compass Setup & press the Fn button. 3) Highlight Analog Compass. Make sure the parameter is set correctly for the type of Fluxgate Compass that you are using, and press the Fn button. 4) After the autopilot has auto-detected the compass, you will see a prompt to do compensation. Press the STARBOARD button to do that. During the compensation, you will see a Turn at 3 /s prompt on the screen. 5) Manually steer the boat in a circle. Keep turning until the display reads Compensation OK; usually, it takes a bit more that one full turn, but sometimes it can take 2 or 3 turns.
If after several turns, the display does not say Compensation OK, or if it says Compensation Failed, check all wiring, and/or relocate the compass, and begin the procedure over. If you continue to encounter difficulties, please contact your ComNav Dealer for assistance.
6) Press the PORT to go back to the Compass Configuration menu. 7) The Fluxgate Compass is now compensated and ready for use although it may still need to be calibrated.
45 Compass
If you are not already in the Compass Configuration menu, start it as by selecting Compass Setup & press the Fn button. 1) Move the highlight to Digital Compass, and set the parameter to Fixed, and press the Fn button. 2) The rest of the compensation procedure is same as the step 4) to step 7) in above for the compensation of Fluxgate Compasses.

Note you will only be able to calibrate the gyro compass when the compass is connected to NAV1 port, and you have followed the wiring in Figure 43 on page 67. If you are not already in the Compass Configuration menu, start it as by selecting Compass Setup & press the Fn button from the Dockside Setup Menu (see the Dockside Setup Menu in Figure 66 on page 90). 1) Move the highlight to NAV1 Port, and set the parameter to SSRC1, and press the Fn button. 2) The rest of the compensation procedure is same as the step 4) to step 7) in above for the compensation of Fluxgate Compasses.
Other NMEA Compasses

Many NMEA compasses will not require compensation such as the ComNav Vector G1/G2/G2B GPS Compass. In all cases, you should refer to the instructions that came with your compass to determine whether compensation is needed and how to do it.
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Setting Up
Calibrating for Compass Offset

Even after your compass(es) are compensated for Deviation, they still may not be giving a correct reading. Any or all of them may have an individual fixed offset, so you must tell the P2s SPU what each ones calibration value is. Calibration is a simple matter of synchronizing each compasss directional readings, as seen by the SPU, to the actual Magnetic direction values of the Earths magnetic field.
All Compass Types

Bring the boat onto a known bearing and maintain it there by steering manually. The autopilot should be in STANDBY mode. 1) Double-press the STANDBY button to bring up the Standby menu. Select Compass Source, and set it to the correct value for the first of your compasses:
Analog for a Magnetic Sensor, a ComNav Fluxgate Compass (with or without HRS), or a non-ComNav Fixed or Floating Analog Compass Digital for a 45 Compass NAV1 for an NMEA compass connected to the IN-1 pins of the J9 NAV I/O connector. NAV2 for an NMEA compass connected to the IN-2 pins of J9 - NAV I/O connector.
2) Move the highlight down one position to Compass Cal. Using the COURSE CHANGE knob, adjust the reading so that it agrees with the known bearing that the boat is on.
Any changes simply increase or decrease the value stored in the P2s settings memory, by 1 per click of the COURSE CHANGE knob. When you first set up your compass(es), the initial calibration value for each compass is the value it was outputting at the time it was detected during Dockside Setup.
3) Move the highlight back to Compass Source, select the next type of compass you have, and repeat step 2). Repeat for all your compasses. 4) Double-press the STANDBY button to exit the Standby menu. 5) Verify that the compass heading shown agrees with the actual heading of the boat, and stays steady, by holding a number of constant-heading courses for a few minutes each.
Note: NMEA compasses (e.g., the ComNav Vector G2/G2B GPS Compass) typically do not require on-the-boat calibration. You should refer to the Installation & Operation manual that came with your NMEA compass to verify this, however. Even if your NMEA compass does require calibration, it may not be necessary to set the value in the P2. Many if not most NMEA compasses can store their own calibration value. If that is so, you should skip the steps below, and follow the instructions that came with the NMEA compass. However, if you wish to set a calibration value for an NMEA compass in the autopilot, you may do so. Indeed, you may set two values one for each of NAV1 & NAV2.
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Setting Up
Magnetic Sensor
There is an alternative calibration procedure, for Magnetic Sensors only: 1) Power up the autopilot in the Dockside Setup menu. 2) Select Compass Setup & press the Fn button. 3) Highlight Analog Compass and set the parameter to Mag; press the Fn button 4) After the autopilot has auto-detected the compass, it will ask you if you want to Set North Now?. Press the STARBOARD button. Manually steer the boat so that it is pointing to Magnetic North. Hold it on that heading and push the Fn button. The autopilot will store the current heading and reference it as 000 Magnetic, and then automatically return to the Compass Configuration menu. 5) Highlight Exit and then press the Fn button to return to the Dockside Setup menu. 6) Exit the Dockside Setup menu. After a brief pause the autopilot will restart and automatically go into STANDBY mode.
Compass Setup Final Steps

At this point, the entire Compass Setup procedure is complete. All the compass settings & compensation/calibration values will be retained when the autopilot is turned off. You should record all compass selections & settings, in the Settings chapter at the back of this manual. It should not be necessary to re-compensate or re-calibrate any of your compasses again, unless the electrical/magnetic environment on your boat changes substantially. Examples of when that might be so are if you add some new piece of electronic equipment, or add new machinery, and so on. You should also re-do compass setup if you take your boat a long way away from where you did the setup just now say, more than 10 of Latitude or to an area where the local Magnetic Deviation is known to be different (say, where there are a lot of submerged wrecks). And it is also a good idea to check all the compasses on your boat, for accuracy in all directions, on a regular basis say perhaps once or twice a year and before setting off on a long voyage. A good way to do a quick check is with any of the traditional box the compass methods which even a novice boater learns almost right away:
Find some convenient ranges which have good cuts between them, and steer back & forth along them. Steer various straight Tracks, in as many directions as possible, between pairs of charted objects. Determine the CMG between various plotted positions (with GPS, or with two or three-bearing LOP fixes with a good Pelorus or hand-bearing compass, etc.) on your paper charts.
You might even want to do a box-the-compass check right now, simply as a final sanity check of the compass setup you just did!
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Setting Up
Sea Trials
Sea Trials allow you to test out the basic functions of the autopilot under way, and to fine-tune the steering parameters for best performance. The goal is to achieve accurate Course-keeping, and smooth, rapid changes of Heading without excessive movements of the boats rudder.
Note: before you begin Sea Trials, it is a good idea to review how you steer a boat by hand and how that compares to what the Commander P2 does when steering the boat. Please re-read the How Autopilots Work chapter, page 18.
During Sea Trials, you will test the default Steering Parameters of the P2, on your boat, and if necessary, make adjustments. When the Steering Parameters are properly adjusted & fine-tuned for your boat, the autopilot will do the same as you would let the boat work with the seas, yet still maintain as straight a Track as possible in the current sea conditions, on the desired Heading or Course.
Sea Trial Procedure

The initial Sea Trials should be done in relatively calm conditions.
Note: to do Sea Trials, you must be familiar with operation of the autopilot in AUTO mode (see page 123), and with the Auto menu.
Sea Trials on a P2, or a P2VS with an RFU fitted, are slightly different that on a P2VS without an RFU; the places where this is so are indicated below.
Adjust Rudder Gain & Counter Rudder for Hi Speed

1) Bring the boat up to a speed where the boats rudder (or steerable-thrust system, such as an outboard or I/O leg), provides sufficient steerageway that it has accurate, firm control of the boats direction of travel. Typically, this will be less than your normal cruising speed, perhaps by quite a lot. For many boats, this will be around 7 Knots. 2) Bring up the Auto menu, highlight Parameter Set and select Hi. 3) If ALC is set to On, highlight it and set it to Off. 4) Start with Rudder Gain & Counter Rudder set to the factory defaults (for Hi): 5 & 3.
On a P2VS without an RFU, start with Counter Rudder set to 0.
5) Highlight Seastate and set it to 1. 6) Highlight Turn Rate. Select a setting that is approximately of your boats comfortable 27 turning rate at normal cruising speed. 7) Exit the Auto menu. 8) Switch to AUTO mode. The autopilot will automatically take the current boat Heading and use that as the Course to Steer.
On a P2VS without an RFU, you should always manually steer a steady, straight Heading (in STANDBY mode) for at least 10 seconds or longer, until you dont have to continue to move the wheel/tiller to maintain a straight Track before switching into POWER STEER, AUTO or NAV modes. The rudder must be at the dead-ahead position when you switch modes.
9) Run for about 5 minutes. If the boat esses back and forth more than about 3 degrees, bring up the Auto menu and reduce the Rudder Gain setting by 1 step, and test again.
27
If you need to measure it: time a complete circle while the vessel is turning at a rate that seems comfortable, at the normal cruising speed. Comfortable turning rate is 360 divided by the number of seconds it took to complete the circle. - 103 -
Setting Up
10) On a P2, or P2VS with an RFU, make a medium Heading change, say 15 20 , with the COURSE CHANGE knob. Observe how the boat responds, as it turns & settles onto the new Heading:
If the boat stops turning before the new Heading is reached and then approaches it slowly, either increase Rudder Gain by 1, or decrease Counter Rudder by 1. If the boat overshoots the new Heading, and then makes several turns back & forth across the new Heading before settling down (known as essing, or overshooting), either decrease Rudder Gain by 1, or increase Counter Rudder by 1. If the boat approaches the new Heading, shies away, then approaches & shies away again, decrease Counter Rudder by 1. Continue making those medium Heading changes, adjusting Rudder Gain and Counter Rudder as needed, until the boat settles smoothly onto the new Heading without excessive overshoot.
Go to step 12). 11) On a P2VS without an RFU, it is necessary to start by testing how well the boat does small turns, before testing how well it settles onto a new Heading. Also, the optimum Rudder Gain setting must be found first, before adjusting the Counter Rudder setting. Make a small Heading change (~5 ), and observe the turn:
If it makes an abrupt turn, reduce the Rudder Gain one step. If it takes too long to turn, increase the Gain by one step. Repeat the small change of Heading in the same direction, observe the response, and adjust the Gain as needed, until the turn is at a safe, comfortable rate. Repeat the sequence in the other direction. Then repeat in both directions a couple of times, until you are satisfied.
Now make a bigger Heading change (~10 ). Observe how the boat settles on each new Heading:
If the approaches the new Heading too slowly, increase the Rudder Gain. If it keeps essing back & forth across the new Heading, reduce the Gain. Keep doing turns, and adjusting the Rudder Gain as needed, until the boat settles on the new Heading with no more than two overshoots.
Now make some 30 Heading changes, in both directions.
Adjust the Rudder Gain up or down a bit as needed, until the boat settles on the new Heading with no more than two esses.
Now increase Counter Rudder by 1, and make some 10 Heading changes.
Repeat this until the boat settles on the new Heading with little or no essing.
12) Repeat step 10) (step 11) for a P2VS without an RFU), using gradually larger Course changes, up to 40 50 . 13) Repeat the above adjustments on several different Headings until you get consistently satisfactory results. 14) Reduce the Rudder Gain by 1, then increase speed to your normal cruising speed, and repeat steps 10) to 13). If the rudder is moving by large amounts more than about 5 side to side during any of the steps, you should reduce the Rudder Gain even more. You should also do so if the boat steps up onto the plane when you increase speed, because the rudders steering effect is typically much stronger once a boat is planing.
You can leave the higher speed tests for later, if it is not safe to run at that speed where you are doing the Sea Trials.
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Setting Up
Adjust Turn Rate for Hi Speed

1) Adjust the Turn Rate setting to the full comfortable rate (per step 6), above). 2) In AUTO mode, make a few course changes of 20 or more, to ensure that the rate of turn is indeed comfortable at normal cruising speed; if it is not, reduce the Turn Rate setting until it is.
Adjust Seastate for Hi Speed

To set Seastate, switch to AUTO mode, and then watch the Port & Starboard rudder movement arrows at the ends of the screens RAI bar. In normal conditions, there should be rudder movement about 15% to 20% of the time. If the autopilot is over-active, increase Seastate until the arrows blink less often. If the autopilot is under-active, decrease Seastate.
Adjust Rudder Gain, Counter Rudder, Turn Rate and Seastate for Lo Speed
1) Adjust boat speed to what will be your lowest normal low speed that is, the lowest speed at which you will ever want to use the autopilot. For most boats, a good speed to do the low speed adjustments is at or below the maximum speed in a Speed Control Zone or no wash area usually 5 Knots. 2) Bring up the Auto menu, highlight Parameter Set and select Lo. 3) Repeat steps 3) though 13) in the Hi speed Rudder Gain & Counter Rudder adjustment process above (the starting value to use for Lo speed Rudder Gain is the factory-default of 8). 4) Adjust the Lo speed Turn Rate setting to suit. Make a few Course changes of 40 or more to ensure that the rate of turn is comfortable. 5) Adjust the Lo speed Seastate setting to suit.
Adjust Speed Trip Point

1) Bring up the Auto menu, and set the Trip Point speed to something mid-way between the speeds used for setting the Hi & Lo speed parameters in the steps above. This should be a speed you will never travel at for any length of time for example, in a planing-hull boat, it would be a speed just a little bit less than where the hull starts to get up on the step. 2) Bring up the Auto menu, highlight Parameter Set and select Auto. 3) In AUTO mode, change the boat speed back & forth between the Lo & Hi speeds you will normally use. The boat should continue to maintain a straight Track along the Heading you are on, and you should see that the displays Parameter Set indicator (see page Figure 82 on page 126) changes back & forth between L Auto & H Auto as you change speeds.
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Setting Up
Adjusting for Rougher Sea Conditions

The primary desire of any autopilot user is that it steer the boat well, across all sea conditions. Adjusting the steering parameters in calm conditions as you did during the initial part of the Sea Trials, above gives a base reference for all other conditions. After doing those adjustments, you can then venture into rougher sea conditions. Take all the time necessary to ensure that you are getting the best performance from your autopilot! Some suggestions and points to keep in mind:
Typically, you will find that you will only need to make small changes to the calm conditions steering parameters to handle a wide variety of sea conditions. Observe the wake of the boat while maintaining a straight Course in AUTO mode. This is one of the best indications of how well the autopilot is steering. The boat should come on to each new Course Heading smoothly. Any undershoot or overshoot can usually be observed in the wake. Adjustments to Rudder Gain & Counter Rudder, as in the tests above, are how you achieve smoothly. Generally speaking, the Rudder Gain & Counter Rudder settings for Hi speed will be less than those for Lo speed. As the seas get rougher, you will probably need to increase the Rudder Gain one or two steps. In very rough conditions, you may want to reduce the Counter Rudder setting, as well as increasing the Rudder Gain. In quartering seas, you may wish to increase Rudder Gain and the Seastate settings. This will allow the boat to yaw a bit more as it comes off of the waves, but typically the boat will come back onto course with minimal rudder movement. In the tests above, you will have determined the Turn Rate value which corresponds to the full comfortable turn rate of your boat. But you do not have to leave Turn Rate always set to that value. You can, and should, change Turn Rate as required, to have safe, comfortable turning rates for the current sea conditions; you may also want to lower the Turn Rate for other reasons.
Once the autopilot system is steering satisfactorily, make a note of all your steering parameter settings, and record them in the Settings chapter, at the back of this book.
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Basic Operations
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Basic Operations
Basic Operations
This chapter describes the basic modes of operation & features of a P Series system, and shows you how to use them.
The Control Heads LCD Screen & Buttons

All of your interaction with your autopilot system will be done using the Control Head:
selecting an operating mode setting up the parameters you wish to use in each mode monitoring your boats Heading setting a desired Heading to be followed etcetera
10 9 8
7 3 4 5
Figure 68 Using the Control Head
The elements of the Control Head (with reference to the identifiers above) are: 1) LCD Screen. While the system is powered, the LCD screen is normally displaying the compass Heading, rudder angle, and mode of operation; it can also be displaying desired Heading, system status, other information, or various menus. 2) STANDBY (and On/Off) button. To power on the system, press and hold this button until the LCD screen lights up, and then release it. To power off, press & hold this button approximately 3 seconds. The autopilot always powers up in STANDBY mode, and it can always be put into STANDBY mode, by pressing and holding this button for approximately 1 second. Double-pressing this button brings up (or exits) the Standby menu.
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Basic Operations
3) PORT button. Pressing and holding this button while in POWER STEER mode moves the rudder to Port and it keeps moving for as long as the button is held. Pressing and holding this button while in AUTO, NAV, WORK or WIND modes allows you to avoid obstacles in the boats path, by turning to Port. This button is also used in menu operations to move the highlight to the previous line. 4) TURN button. Pressing this button once while in AUTO or WORK modes queues the default pre-programmed turn; in WIND mode, it queues a Tack or Gybe turn. Subsequent presses of the TURN button scroll through all of the available turn-types. The pre-programmed turn sequence is then initiated by pressing either the PORT or STARBOARD button to indicate the direction of the turn. See Default Turn on page 117 for more details on setting the default turn from the Special Turns available. 5) STARBOARD button. Pressing and holding this button while in POWER STEER mode moves the rudder to Starboard and it keeps moving for as long as the button is held. Pressing and holding this button while in AUTO, NAV, WORK or WIND modes allows you to avoid obstacles in the boats path, by turning to Starboard. This button is also used in menu operations to move the highlight to the next line. 6) Fn button. This is a multi-function button:
On all boats except sailboats, this button invokes WORK mode while in AUTO or NAV modes; double-pressing the button will bring up (or exit) the Work mode menu. On a sailboat, this button invokes WIND mode while in AUTO mode; double-pressing the button will bring up (or exit) the Wind mode menu. Pressing this button when an alarm occurs will cancel the alarm. This button is also used during Dockside Setup, and in operating modes & menus.
7) COURSE CHANGE knob. This is used in several ways: In POWER STEER mode, it changes the rudder angle in the same direction as the knob is turned. In AUTO mode, it changes the Commanded Heading in the same direction as the knob is turned.
Note: Heading can not be changed during any HEADING Alarm.
The knob is also used to change parameters in the various menus.
8) POWER STEER (P.STR) button. Pressing & holding this button places the autopilot into POWER STEER mode. A double-press of this button brings up (or exits) the Power Steer mode menu. 9) AUTO button. Pressing & holding this button places the autopilot into AUTO mode. A double-press of this button brings up (or exits) the Auto mode menu. 10) NAV button. Pressing & holding this button places the autopilot into NAV mode. A double-press of this button brings up (or exits) the Nav mode menu.
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Basic Operations
Operating the System

Operating Modes Overview
Your P Series autopilot system has four basic operating modes, known as STANDBY, POWER STEER, AUTO, and NAV mode.
A fifth operating mode, known as WORK, is a sub-mode of AUTO & NAV modes; this mode is not available when Vessel Type is set to Sail. An alternative fifth mode, known as WIND, and a variation known as WIND-Points, are sub-modes of AUTO mode; they are available only on when Vessel Type is Sail.
Note: P2VS systems only support WORK mode, and only when an RFU is fitted.
Changing modes is done by pressing & holding the button on the Control Head which is associated with the mode you want to enter:
for STANDBY mode for POWER STEER mode for AUTO mode for NAV mode
the STANDBY button the POWER STEER button
the AUTO button the NAV button the Fn button
for WORK or WIND & WIND-Points sub-modes
You must press & hold the new modes button down for ~1 second. While youre holding it down, the current modes indicator letter (in the upper-left corner of the screen) will flash. After the time delay, the mode change occurs, and the previous modes letter is replaced by the new modes letter (not flashing). This time delay is deliberately designed, as a safety feature, into the systems response to the mode-change (& some other buttons), to prevent accidental activation of those buttons functions.
Descriptions of the operating modes (& associated menus) can be found as follows:

Mode Menus
STANDBY, POWER STEER, AUTO, and NAV modes are in this chapter. WORK, WIND & WIND-Points modes are in the Advanced Operations chapter.
Each of the operating modes has its own set of parameters that you can adjust, to configure and fine-tune how your autopilot system behaves in the respective mode. These parameters are stored in the systems non-volatile memory; you can view & change them with the Control Head, via sets of menus that appear on the LCD screen.
Note: there is an additional menu Dockside Setup for parameters unique to the boat (e.g., compass type). It is described in the Setting Up chapter.
The menus of the four main operating modes (STANDBY, POWER STEER, AUTO, and NAV) are accessed by using the respective mode buttons: the STANDBY button, the POWER STEER button, the AUTO button, and the NAV button. The Fn button is used to access the WORK or WIND & WIND-Points modes menus.
To access a particular operating mode menu, double-press the button associated with that mode (e.g., the NAV button for the NAV modes menu). To exit a particular operating mode menu, double-press the associated button again, or wait about 10 seconds. The display will then revert to the active display of whatever mode the autopilot is operating in. You can access any modes menu whether of not the autopilot is currently operating in that mode.
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Basic Operations
This icon indicates that the COURSE CHANGE knob does not steer the boat while in a menu Current Mode Highlit line indicates the currently-selected parameter
Use the PORT or STARBOARD button to step to the previous or next parameter
Figure 69 A Typical Menu
Use the COURSE CHANGE knob to change the selected parameters value
All menus are arranged with parameter names on the left side of the screen, and the current value for each parameter on the right side. In each menu, one line is always high-lit in a contrasting colour it indicates which parameter is currently selected (for example, see the Station Lock Lock line in the figure above). You can move the highlight to other lines on the menu by pressing the PORT button (moves the highlight up) or STARBOARD button (moves it down). Some menus have more lines than can be shown on a single screen. In this case, when the highlight has been moved to the last line on a screen, each subsequent press of the STARBOARD button will cause the menu to scroll up by one line, revealing a new high-lit line. Similarly, when the highlight has been moved to the first line on a screen, each subsequent press of the PORT button will scroll the menu down one line. These long menus are arranged in a circular fashion, so that the scrolling action can be carried on indefinitely. Use the COURSE CHANGE knob to change the value of the currently high-lit parameter. For parameters with numbered values, a clockwise turn of the knob will increase the value; counter-clockwise movements will decrease the value. Non-numerical values are generally arranged in a circular list for ease of use.
In general, changes made with the knob are effective immediately.
For safety reasons, a few items do not take effect until the highlight is moved to the next or previous line, or the menu is exited.
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Basic Operations
When a menu is being displayed, there is an icon at the top of the screen which looks like the COURSE CHANGE knob, but with a line drawn through it. This is a reminder that the knob is not available for its normal function of changing the boats course because the knob is now being used to change parameter values. The autopilots mode indicator letter continues to be displayed in menus. The current mode may not be the same as the menu (since all menus can be accessed in any mode). For example, in the figure above both the mode (`S) & the menu are STANDBY but the mode could be any of the others: `P (POWER STEER), À (AUTO), etc. All menus except Dockside Setup have a time-out feature that triggers after about 10 seconds, if no button presses, or movements of the COURSE CHANGE knob, are detected during that time-out interval. When a menu times out, the display reverts to the previously active display, just as though you had double-pressed the mode button again.
Rudder Angle Indicator (RAI)

At the bottom of the screen in all operating modes is the Rudder Angle Indicator (an example can be seen in Figure 72 on page 116).
On a P2 system, or a P2VS with an RFU fitted, the RAI shows the current position of the boats rudder, as measured by the RFU (see pages 54 & 70). On a P2VS without an RFU, the RAI shows the estimated position of the rudder. A V in a small box is shown at the right end of the RAI, to indicate that the autopilot is using the Virtual Rudder Feedback feature.
The estimated rudder position on a P2VS may not always be accurate! Please refer to the Cautions on page 143 for more information.
The current or estimated rudder position is shown by a solid bar extending from the centre (rudder Dead Ahead, i.e., at 0 ) to the right for Starboard rudder, or to the left for Port. The numerical scale above the bar (in degrees) is expanded around the centre, and compressed at the ends. On colour Control Heads, Starboard is shown in a green bar, and Port in red; on monochrome, the bar is always black. In the figure on page 116, the rudder is about 4.5 to Port. The maximum length of the rudder position bar is defined by the rudder travel limit values detected or entered during setup. The thin solid bar below the rudder position bar shows the rudder travel limits (see page 122 for details of the limits); in Figure 72, all the limits are 40 .
On a P2VS without an RFU, the position bar does not appear in STANDBY mode. The rudder travel limits bar is shown, but is always the default full length (40 to either side), no matter the limits entered during setup.
Whenever the autopilot is moving the boats rudder, to Port or Starboard, a small rudder movement arrow symbol will be shown at the corresponding end of the RAI.
Alarm Clear
Whenever an alarm or error message occurs on the Commander P2, an audible alarm will sound, both at the SPU & at the Control Head, and a message will be displayed on the LCD. The alarm will remain activated until the condition that caused it is remedied, or the alarm is cleared manually by you.
To clear the alarm manually, press the Fn button once.
If the condition that caused the alarm remains, the alarm will reappear after approximately 20 seconds.
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Basic Operations
Power On
The first step in using your P2 system is to turn it on
Press the Control Heads RED button (referred to as the STANDBY button).
Press & hold until the introductory display (see below)

appears on the LCD screen, then release the button.
On the SPU, the BATT PWR, DRV PWR & VCC diagnostic LEDS should all light up.
After a few seconds, the firmware versions of both the Control Head and the SPU are listed on the display. You should record those version numbers in the Notes section at the back of the manual, to refer to should your autopilot ever require servicing.
Figure 70 Power On Sequence
The autopilot then goes into STANDBY mode.
Power Off
You can turn off the autopilot, at any time:
Press and hold the STANDBY button. The autopilot will switch first to STANDBY mode, if it was not already there. Then, if you keep pressing the button, the autopilot will start a 3 second power-down sequence. Once the countdown has expired, the display will prompt you to release the STANDBY button and once you do, the whole autopilot system will immediately shut off.
Figure 71 Power Off Sequence
If you release the STANDBY button before the 3-second countdown has completed, the autopilot will abort the countdown, and remain in STANDBY mode.
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Basic Operations
STANDBY Mode
The autopilot always turns on in STANDBY mode. To switch to STANDBY mode from any other mode, press the STANDBY button for approximately 1 second, until the large letter `S appears in the upper left corner of the screen. The `S indicates that the system is now in STANDBY mode. In this mode, the autopilot displays the boats current Heading and the rudders angle, but has no control over the steering of the boat.
To steer in STANDBY mode, you must use the boats manual steering system: wheel, tiller, etc.
To the left of the Heading value is shown its source (e.g., Compass, one of the SPUs Navigation data inputs, etc.), and whether it is in Degrees Magnetic or Degrees True. The latter is determined automatically by the autopilot, based on the type of the Heading source:
All analog compasses are in Magnetic. NMEA sources may be in Magnetic or True, depending on which NMEA data sentences they are configured to transmit, and on the NMEA Heading Type parameter in the Standby Menu (see page 118 for more details).
The Heading source & type indicators appear in all operating modes, whenever the boats current Heading is being displayed.
30
10 5 2 0 2 5 10
30
Figure 72 Typical STANDBY Mode Screen
On a P2VS without an RFU, the rudder position bar on the RAI does not appear in STANDBY mode (it does appear in all other modes) Also, when switching to any other mode from STANDBY, the position bar is always set at Dead Centre 0 when the new mode begins.
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Basic Operations
Standby Menu
The Standby menu consists of a number of items that have a general bearing on how the autopilot operates. To access the Standby menu, double-press the STANDBY button.
Figure 73 Standby Menu
Station Lock
The Commander P2 system can accommodate up to three Control Stations one main Control Head, and any combination of Control Heads & Remotes on the two AUX ports. One of these Control Stations is always in control, and the others are simply repeater stations. You can take command with any of the repeater stations by simultaneously pressing the PORT and STARBOARD buttons on the repeater. However, to prevent unauthorized personnel from doing this, the main Control Head can lock out all of the others. Station Lock must be changed to Unlock before the repeater stations can take command. For more details, refer to Station Lock/Unlock in the Advanced Operations chapter of this manual.
Default Turn
The autopilot system has a number of Special Turns pre-programmed into it. The variety of turns available depends on the system configuration, and what mode you are operating in. Set the Default Turn parameter to the type that you are likely to use most often. Then, when you press the TURN button to initiate a Special Turn, the default turn will be the first one offered. See Special Turns in the Advanced Operations chapter for more details.
Compass Source
It is possible to have more than one type of compass connected at the same time, since there are a number of inputs for the different compass types which the autopilot can use. The boats current compass can also be Heading data supplied by an NMEA device. This menu line allows you to switch from one Heading source to another, whenever you want to.
The available types always include NAV1 & NAV2; others depend on what types are detected during Dockside Setup. The default is NAV1; if an Analog compass type is detected during Dockside Setup, the default changes to Analog. If the selected source is one of the NAV inputs, it can be the same one used for the 28 Navigation source (page 138), and/or the Speed source (page 127).
28
assuming the data source provides not only Navigation (&/or Speed) data, but also valid NMEA Heading data. - 117 -
Basic Operations
Compass Cal (Compass Calibration)

This line allows you to synchronize the Heading source the autopilot is currently using with an external reference for example, some type of high-accuracy compass, or a navigation range which the boat is currently on, etc. Simply turn the COURSE CHANGE knob until the Compass Cal value reads the same as your reference.
Note: for safety reasons, the Compass Source & the Compass Cal values may not be adjusted in AUTO or NAV modes, so neither menu line appears if the Standby menu is entered when operating in one of those modes.
NMEA Hdg Type (NMEA Heading Type)

Note: this menu line only appears if the Compass Source parameter is set to NAV1 or NAV2.
This line allows you to choose which type of value Degrees Magnetic or True from an NMEA source will be used by the autopilot for its Heading:
Auto: the autopilot will automatically select whether to use Magnetic or True, depending on which NMEA sentences are received (assuming all sentences have valid data):
If the HDG sentence is being received (no matter whether HDM &/or HDT are
also being received), then the autopilot will use Magnetic Heading (indicated on the display by an M beside the boats actual Heading value on the screen), and it will be the value in the HDG sentence. If only HDM & HDT are being received, or just HDT, then the autopilot will use True Heading (indicated by a T), from the HDT sentence. If only HDM is being received, then the autopilot will use Magnetic Heading (indicated by an M), from that sentence.
True: the autopilot will use True Heading from the HDT sentence. If HDT is not being received, a Heading Error alarm will occur. Mag: the autopilot will use Magnetic Heading from the HDG sentence, if that is being received, or from HDM if only that is being received. If neither HDG nor HDM are being received, a Heading Error alarm will occur.
Backlight Level
There are 9 levels of backlighting available, numbered 0 through 8. Level 8 offers the brightest possible backlight. Each level below 8 offers a correspondingly lower level of backlight. Level 0 is completely off (no backlighting). To change from Level 0 to any other level, double-press the STANDBY button to bring up the Standby menu. The screen will temporarily light up with level 3 brightness, so that you can see the menu. For colour Control Heads, the screen automatically changes to a night colour scheme (see scheme C below), whenever the backlight level is set to 1, 2, or 3.
Contrast (monochrome Head only)

There are 8 levels of contrast available. Level 5 is usually the optimum value. Contrast of the LCD is affected primarily by temperature. The Control Head is internally compensated for fluctuations over a wide temperature range but manual adjustments can be made to the contrast by changing this parameter, if necessary.
- 118 -
Basic Operations
Graphics (monochrome Head) or Display (colour Head)

For monochrome Control Heads, the options are Norm (normal) and Rev (reversed), which refers to the manner in which characters and icons are shown on the display.
Figure 74 Monochrome LCD: Normal & Reversed Display
For colour Heads, there are three built-in colour schemes:
The standard is scheme is A a white background with most text in black, and various red, green & blue colours to emphasize important elements of the various displays. Colour scheme B is an alternate that you may prefer a light blue (cyan) background, with suitably-contrasting colours for text & the various display elements & information. Colour scheme C utilizes red colours on a black background, and was developed for use at night, to avoid impairing the boat operators night vision.
Note: schemes B & C are shown below; A is used for all other figures & pictures of the Colour Head in this manual.
Figure 75 Colour LCD: B & C Colour Schemes
- 119 -
Basic Operations
Watch Alarm
The P Series autopilot has a built-in Watch Alarm. This menu line allows you to turn on the Watch Alarm, and set how much time is allowed to elapse before the alarm goes off. This menu line is password protected to prevent unauthorized personnel from changing the settings of this alarm. See the Advanced Operations chapter of this manual for complete details on the Watch Alarm & password.
Fishzag Time
This sets the time interval between course changes while executing the special Fishzag turn. The units are seconds, and each click of the COURSE CHANGE knob will change the interval by thirty seconds. See Fishzag in the Advanced Operations chapter.
Battery
This is a read-only display; it can not be changed. The number shown is the battery voltage as measured at the Signal Processor Unit, after the logic fuse F1 so it will be a little less than the voltage at the SPUs J1 BATTERY INPUT connector, and (depending on how you have wired the SPU) somewhat less than the voltage at your boats battery terminals.
If the measured voltage is 10 Volts or less, a BATTERY LOW alarm will occur (see page 195).
- 120 -
Basic Operations
POWER STEER Mode

In this mode, you can directly control the rudder. In effect, the autopilot is acting as an electronic steering wheel, allowing you to steer the boat manually on any Heading you want, or into a turn. To enter POWER STEER mode, press and hold the POWER STEER button for about 1 second, until the large letter `P appears in the upper left portion of the display. The Control Head displays the boats current Heading, source & type, and the rudders angle, but only so you know what they are. The PORT and STARBOARD buttons are used to control the rudder. Press one or the other to move the rudder in that direction. The rudder will keep moving for as long as the button is pressed, until it gets to the physical rudder limits (or the limits you set in the Power Steer menu see next page).
Figure 76 Typical POWER STEER Mode Screen
The COURSE CHANGE knob can also be used to move the rudder in POWER STEER mode:
One click changes the rudder angle by approximately 1 degree. A quick spin moves the rudder approximately 10 degrees.
You can limit the maximum amount of rudder travel in POWER STEER mode, with the Power Steer limits. Turning on these limits, and adjusting them to suit, is done in the Power Steer menu (see next page).
On a P2VS without an RFU, you should always manually steer a steady, straight Heading, in STANDBY mode, for at least 10 seconds or longer, if necessary, until you dont have to continue to move the wheel/tiller to maintain a straight Track before switching into POWER STEER, AUTO or NAV modes. The rudder must be at the dead-ahead position when you switch modes. If the estimated rudder position (as shown on the RAI) reaches Dead Centre while you are pressing the PORT or STARBOARD button to move the rudder, the rudder will stop moving. This is to allow you to check that the actual & estimated rudder positions are the same (see page 143 for more information on the topic of actual versus estimated rudder position). If they are the same (or at least close), you can then continue to move the rudder by pressing the same button again. If they are not, you should go to STANDBY mode, manually steer a straight Heading, etc. (as above), before re-entering POWER STEER mode.
- 121 -
Basic Operations
Power Steer Menu

The Power Steer menu contains the mechanical steering parameters (which are common to all modes). To access the Power Steer menu, double-press the POWER STEER button.
Figure 77 Power Steer Menu
P.Str Limits (Power Steer Rudder Limits)

When you set up the autopilot system, you will move the rudder from hard-over Port to 29 hard-over Starboard so that the autopilot can measure these positions . These hard-over positions are known as the physical limits, beyond which the rudder simply cannot be turned. However, you can also limit the amount of rudder travel which the autopilot will allow you to use in POWER STEER mode. To do so, set the Power Steer Limits to the number of degrees Port and Starboard that you would like to limit the rudder movement to. These rudder limits will be in effect whenever the autopilot is in POWER STEER mode, and during all Dodge and Jog Control turns. The minimum setting is 5 ; the maximum is the same as the physical limits measured in Dockside Setup. Setting the limits to Off means that the full range (up to the physical limits) will be allowed. The physical range beyond the selected limits of the current mode will be shown on the thin bottom bar of the Rudder Angle Indicator display during normal operation in a contrasting colour on a colour Control Head, and in a light grey on a monochrome Head.
31 30
Auto/Nav Limits
The Auto/Nav Limits are similar to the Power Steer Limits detailed above, but they are in effect only when the autopilot is in AUTO or NAV modes.
RAI Offset
The RAI (Rudder Angle Indicator) display at the bottom of the autopilot display may require a slight offset adjustment in order to read zero degrees when the boat is moving in a straight line. This is a fairly common scenario and may be due to boat loading or design, rudder design or function, or the installation of the Rudder Follower Unit. For example, if the boat is traveling in a straight line, but the RAI reads 2 to Starboard, adjust the RAI Offset to Port so that the RAI display reads zero.
Note: this menu line does not appear on a P2VS operating without an RFU.
29 30
On a P2VS, you enter those positions manually. P2 SPU firmware versions before 3.05 allowed the Rudder to be moved in Standby mode, with a Jog Lever, but this feature was disabled in that version & onwards, for safety reasons. 31 In STANDBY mode, the POWER STEER limits are shown. Document PN 29010074 V4.0 - 122 -
Basic Operations
AUTO Mode
In AUTO mode, the autopilot will steer the boat on your desired Heading. To enter AUTO mode, press and hold the AUTO button for about 1 second, until the large letter À appears in the upper left portion of the display.
Figure 78 Typical AUTO Mode Screen
The boats current actual Heading is shown in large letters in the middle of the LCD screen, with the source & type. Your desired Heading aka Commanded Heading is shown in smaller digits at the top-centre of the screen. When you first enter AUTO mode, the autopilot will use the Heading that the boat was on at the moment the mode was entered as the initial Commanded Heading.
To change the Commanded Heading, use the COURSE CHANGE knob:
A clockwise turn will result in an increase of the Heading. A counter-clockwise turn will decrease the Heading. One click will change the Heading by 1 degree. A quick spin of the knob changes the Heading by 10 degrees.
The autopilot will then bring the boat around to the new Commanded Heading at no more than the rate of turn specified for Turn Rate in the Auto menu. The actual Heading shown in the display will gradually change to match the Commanded Heading.
Notes on AUTO Mode
If you need to, you can quickly dodge around obstacles, and automatically return to your original Commanded Heading when the boat is clear of the obstacle, without having to turn the COURSE CHANGE knob see Dodge & Jog Steering Turns, pages 140 & 142. You can limit the maximum amount of rudder travel in AUTO mode by turning on the Auto/Nav rudder limits. Turning them on, and adjusting them to suit, is done in the Power Steer menu (see page 122). The autopilot has an automatic Off-Course Alarm that will be activated should the boat fall off the Commanded Heading by more than 20 . There is a 32 second delay on this alarm.
On a P2VS without an RFU, you should always manually steer a steady, straight Heading, in STANDBY mode, for at least 10 seconds or longer, if necessary, until you dont have to continue to move the wheel/tiller to maintain a straight Track before switching into POWER STEER, AUTO or NAV modes. The rudder must be at the dead-ahead position when you switch modes.
Document PN 29010074 V4.0 - 123 -
Basic Operations
Auto Menu
The Auto menu contains all the autopilots Steering Parameters. To access the Auto menu, double-press the AUTO button.
Figure 79 Auto Menu
Rudder Gain
Rudder Gain controls the amount of corrective Rudder movement applied, in proportion to an 32 error in Heading . The parameter does not have any units. P Series autopilots are able to accommodate a wide range of Rudder Gains, but restrict the user to a certain portion of this range, depending on the setting of the Vessel Type parameter (see page 87). The effect of Rudder Gain on the amount of Rudder movement also depends on the type of boat. Some examples:
On a Stern Drive boat which is off-Heading by 5 to Port, with Rudder Gain set to 6, and Counter Rudder 0, the boats rudder will be moved to 20 Starboard, and stay there for as long as the Heading error is 5 . On a Semi-Displacement boat under the same circumstances, the boats rudder will be moved to 30 Starboard.
32
or amount to turn when you change the Commanded Heading, the resulting turn is processed as if it is an error. - 124 -
Basic Operations
Hi & Lo Speed Rudder Gain

There are two numbers shown for Rudder Gain in the Auto menu. The number on the left is the value used when the autopilot is operating in Lo speed. The number to the right is the value used when the autopilot is operating in Hi speed.
Note: see the Parameter Set menu item for details on Hi & Lo speed selections.
If the autopilot is in Lo speed, only the Lo speed Rudder Gain will change when you rotate the COURSE CHANGE knob; the Hi speed Rudder Gain value will be shown in a greyed-out colour. Similarly, if the autopilot is operating in Hi speed, the COURSE CHANGE knob will only affect the Hi speed Rudder Gain value, and the Lo speed value will be greyed-out. The following diagram provides general guidelines for setting Rudder Gain:
Figure 80 Guidelines for setting Rudder Gain
Counter Rudder
Counter Rudder controls the amount of Rudder movement, in proportion to the rate of change in the amount of Heading error. The parameter does not have any units. If the Heading error is increasing, the Counter Rudder movement adds to the Rudder Gain movement; if the error is decreasing, it is subtracted. Similarly to Rudder Gain, the effect of Counter Rudder on the amount of Rudder movement depends on the type of boat. An example:
A Sailboat is off-Heading to Starboard by some amount, and the error is increasing by 2 per second: the amount the boats rudder will be moved to Port set by the Rudder Gain will be increasing by 4 per second.
Hi & Lo Speed Counter Rudder

Like Rudder Gain, there are two numbers shown in the menu one for Lo speed, and one for Hi speed. Only the Counter Rudder for the currently-active Speed setting will be changeable; the other will be greyed-out. The following diagram provides general guidelines for setting Counter Rudder:
Figure 81 Guidelines for setting Counter Rudder
- 125 -
Basic Operations
Seastate
The Seastate parameter tells the autopilot how much deviation also called Yaw from the set Course to allow before taking corrective action. Seastate should be set according to sea conditions. As conditions worsen, the Seastate setting can be increased. This may result in slightly worse steering performance, but will reduce the amount of rudder movement and strain on the steering system. This parameters units are degrees, and the value is the total across to either side of the set Course; that means that a value of 1 will allow the boats Heading to yaw up to 0.5 on either side of the set Course before the autopilot brings it back on-course. The maximum value is 10 . There is also an Automatic Seastate Control feature that will monitor and adjust the Seastate setting for you. To activate this, highlight Seastate in the menu and turn the COURSE CHANGE knob counter-clockwise until the value reads A. There are two Seastate settings; one is for Lo speed operations and one is for Hi speed operations. Only the Seastate for the currently-active Speed setting will be changeable; the other will be greyed out.
Turn Rate
Varying the Turn Rate parameter controls the maximum rate at which the boat may make a Heading change (in AUTO or NAV modes), return to its original heading after a dodge manoeuvre, or execute a Special Turn. Factors such as speed, load, hull characteristics and weather conditions may limit the maximum achievable Turn Rate. This parameters units are in degrees per second. Up to 1.5 /sec, the value increments by 0.1 per click of the COURSE CHANGE knob; then it goes to 2.0 /sec, and from there to the maximum of 10.0 /sec (or 12.0 /sec if the Vessel type is set to Sail), it changes by 1 per click. There are two Turn Rate settings; one is for Lo speed operations and one is for Hi speed operations. Only the Turn Rate for the currently-active Speed setting will be changeable; the other will be greyed out.
Parameter Set
The P Series system gives you the ability to store two sets of steering parameters, Lo (low) and Hi (high). This allows for best performance under varying boat speeds and/or loading conditions. The autopilot can be set manually to use either the Lo or the Hi settings. There is also a selection for Auto. If Auto is chosen, the autopilot will automatically switch from Lo to Hi, or vice-versa, depending on the boats speed. For Auto to work, the autopilot must be connected to an NMEA 0183 Navigation System that outputs speed information. The Speed Trip Point, described below, governs the point at which the switch is made. When the autopilot is in AUTO or NAV mode, it always indicates which steering parameter set is in effect. This is shown just to the left of the Rudder Angle Indicator, and consists of a small box shape with either L for Lo or H for Hi in it. If the Parameter Set value is set to Auto, then the word AUTO also appears in the box.
30 10 5 2
30 10 5 2
Figure 82 Hi (AUTO) and Lo Speed Indicators (to left of the Rudder Angle Indicator)
- 126 -
Basic Operations
Speed Trip Pt (Speed Trip Point)

The Speed Trip Point governs the point at which the autopilot automatically transitions from the Lo steering parameters to Hi. For automatic transition to take place, the Parameter Set must be set to Auto. The value can be set from 2 to 20; the units (Knots, Km/h, etc.) are what the Speed Source is providing.
Note: this parameter is also used to control the SPEED MODE status output (see Speed Mode & Timing Outputs on page 78).
Speed Source
The Commander P2 can obtain information about the boats speed from a variety of sources which provide NMEA 0183 data, at either the NAV1 or NAV2 inputs on connector J9. This menu line is used to select which of the two inputs the autopilot will use.
The selected input can be the same one used for the Compass Source (see page 117), and/or the Navigation data source (see page 138).
A source of Speed data is strongly recommended on P2VS systems being used without an RFU, in order to give the Virtual Rudder Feedback algorithms a way to gauge the rudders effectiveness. If you do not have a Speed Source, then you should always set the Parameter Set to Hi.
ALC (Automatic Leeway Correction)

The autopilots ALC feature is turned on or off with this parameter. See the description on page 23 for details of what it does. It can be turned on only in AUTO mode. When it is active, the letters ALC are shown, to the right of the À mode indicator.
Figure 83 Typical AUTO Mode Screen
Thruster Assist Thruster Gain

These two parameters are only available when the Thrust Type parameter (see page 88) is not set to None. Complete instructions on how to configure the autopilots Thruster parameters, and on how to use it, are included with the CT7 Thruster Interface. A propeller icon is shown to the left of the Commanded Heading when a thruster is present (see the figure above).
- 127 -
Basic Operations
Helm Delay
This parameter is only available when the Vessel Type is set to Large. When a Large vessel is slow on the Helm, this parameter can be used to slow down the autopilots IST steering processing responses to match. The range of values is 2 to 60. The correct value of this parameter depends on the vessels Helm characteristics, and also on the type of Heading sensor in use, and must be determined by careful testing during Sea Trials. For the standard ComNav magnetic compasses & sensors (see pages 27 to 29), a good rule of thumb for finding the correct value is to start by setting it to 10 times the number of seconds of Helm delay (i.e., the time span from initial movement of the Rudder until the vessels Heading starts to change) the vessel exhibits: for example, if the Helm delay is 2 seconds, set it to 20. For NMEA 0183 compasses, the correct value depends on what Heading update rate the compass is set to; for example, with a Vector G2/G2B GPS Compass set to a Heading update rate of 5 Hz, a value of 10 would be a good value to start with. After the initial value is entered, adjust it in small steps until satisfactory steering performance is obtained.
- 128 -
Basic Operations
NAV Mode
In NAV mode, the P Series autopilot can use navigation data from an external NMEA 0183 Navigation System, to steer the boat directly to a specific destination, or along a route of waypoints leading to a destination. To use NAV mode:
Turn on your Navigation System Create and activate a waypoint at the destination you want to go to, or a series of waypoints along a route to the destination. Press & hold the NAV button on the Control Head until the large letter `N appears in the upper left portion of the display
The Control Head will display a screen similar to the figure below.
The boats actual Heading is shown in large letters in the middle of the LCD screen, with the source & type; the Commanded Heading is shown in smaller digits at the top centre of the screen. The Range & Bearing to the next Waypoint, its ID, and the current Cross-Track Error are shown below the Heading; these are all taken from the data provided by the 33 Navigation System .
Note: this is the normal NAV mode display; see the next page for the alternate highway display.
Figure 84 Typical NAV Mode Screen (Normal Display)
Note: the Commanded Heading shown on the Control Head may not be the same as the actual bearing to the target point, especially when using XTE or Both Correction (see page 132). It may even not be the same as a current Heading shown by the Navigation System. The difference is due to the effects of the correction method the autopilot uses, which may or may not match with what the Navigation System does in calculating course to steer & bearing to destination.
33
Some Navigation Systems do not provide all of this information. In such cases, the display will show dashes (---) or NONE in place of any missing data. - 129 -
Basic Operations
NAV Highway Display

An alternative highway display is available for NAV mode. To access this display, press & hold the NAV button until the autopilot enters NAV mode. Then press the NAV button again. The display will change to a perspective representation, as in the figure below: To change back to the normal display, press the NAV button again.
Figure 85 Typical NAV Mode Highway Screen
In the NAV Highway display, the Track to the destination is the centreline of the highway. The boats position with respect to that Track is shown by the small boat shape. Cross-Track Error is shown graphically by the boat being located to the left or right of the centreline. The offset is proportional to the amount of Cross-Track Error. Note the small numbers in the lower corners of the highway display. These indicate the scale of the display. There are four scales that can be shown on the highway display: 0.2, 0.5, 1.5, and 3.0 Nautical Miles. The scale changes automatically to give the best resolution.
Notes on NAV Mode
If you need to, you can quickly dodge around obstacles, and then automatically return to your original Track when the boat is clear of the obstacle see Dodge & Jog Steering Turns, pages 140 & 142. You can limit the maximum amount of rudder travel in NAV mode by turning on the Auto/Nav rudder limits. Turning them on, and adjusting them to suit, is done in the Power Steer menu (see page 122). The autopilot has an automatic Off-Course Alarm that will be activated should the boat fall off the Commanded Heading by more than 20 . There is a 32 second delay on this alarm.
On a P2VS without an RFU, you should always manually steer a steady, straight Heading, in STANDBY mode, for at least 10 seconds or longer, if necessary, until you dont have to continue to move the wheel/tiller to maintain a straight Track before switching into POWER STEER, AUTO or NAV modes. The rudder must be at the dead-ahead position when you switch modes.
- 130 -
Basic Operations
Understanding NAV Mode

In NAV mode, the autopilot steers the boat as required to maintain a Commanded Heading, just like it does in AUTO mode. And it also uses the compass source which you have selected for its current Heading, for course-keeping purposes again, just like in AUTO mode. But theres an important difference between the two modes:
In AUTO mode, the autopilot obeys the Command Heading you give it (with the COURSE CHANGE knob) when you set an initial Heading, and later when you adjust it, as & when sea conditions change, to keep the boat on a straight Track to your destination. In NAV mode, after you enter a destination, or a route of waypoints, in the Navigation System, the autopilot uses the steering & navigation data received from that system to determine the Commanded Heading required to get there, and then does it.
Another key feature of NAV mode is that, as each waypoint in a route to your destination is reached, the autopilot can (either automatically, or when you acknowledge arrival at the waypoint) change the Commanded Heading, to turn the boat onto the Track to the next waypoint. And then when the destination waypoint is reached, the autopilot will typically steer the boat 34 so that it orbits that waypoint , until the autopilot either is switched out of NAV mode, or you give it new navigation information via the Navigation System.
Checking the Navigation Data

It is important to be sure that the Navigation System is providing good-quality data to the autopilot. You can test this by following these steps: 1) Make sure the Navigation System is turned on and that a waypoint is programmed in and activated. 2) Steer the boat close to the Track from the starting position to the waypoint. 3) In the NAV menu, select CTS for the Correction parameter. 4) Put the autopilot in NAV mode. 5) Observe the boats response for several minutes.
If the boat seems to be continually falling off-course (away from the Track), you probably need to change XTE Sense (Cross-Track Error sense) in the Nav menu from Norm (normal) to Rev (reverse). Then repeat this step.
6) If the boat is wandering back and forth, but there are no alarms on the autopilot or Navigation System, the data being provided to the autopilot may not be good enough. The most common cause of this is poor signal quality in the sensor or antenna wiring of the Navigation System. This may be due to:
Improper grounding Electrical noise generated in the boat (alternators, power packs, etc.) Poor antenna location
In this case, you should refer to the Navigation Systems manual for how to deal with poor signal quality, and for what to do to make improvements. It may also be helpful to consult your ComNav Dealer.
34
although it depends on what the Navigation System is set up to do when the destination is reached. - 131 -
Basic Operations
Correction Methods
There are three different methods that the autopilot can use to process data from the Navigation System, in order to update its Commanded Heading. Each has different effects on the path that the boat follows. You select which method you want the autopilot to use, by specifying CTS, XTE or Both for the Correction parameter in the Nav menu. The table below is a brief overview of the 3 methods. Full details on each method follow, over the next several pages. The data used in these methods is defined as follows:
Direction data is the Bearing Origin To Destination (BOD) data in the NMEA sentences from the Navigation System, or if there is no BOD data the boats initial Heading at the time NAV mode is entered.
Note: the no-BOD condition for a whole route is possible only when the route is straight to a destination i.e., it has only the one destination waypoint. For routes with multiple waypoints, the first leg can be with initial Heading, but the Navigation System must provide BOD data for subsequent legs.
Steering data is either the Course To Steer (CTS) data provided by the Navigation System, or if there is no CTS data the Bearing Present To Destination (BPD) data. The Cross-Track Error (XTE) data from the Navigation System, in Nautical Miles.
Setting
Method
Comments
The autopilot uses steering data only:
CTS
Course To Steer
Heading = CTS or BPD

Cross-Track Error is displayed, but not used.
The autopilot steers so as to minimize Cross-Track Error as quickly as possible, using direction data:
XTE
Cross-Track Error
Heading = (BOD or Heading) + (XTE 400 / NM)

CTS/BPD data is not used, even if provided.
The autopilot steers so as to minimize Cross-Track Error smoothly, using either steering data or direction data, depending on what the Navigation System provides: If CTS or BPD data is provided:
Both
Course To Steer plus Cross-Track Error
Heading = (CTS or BPD ) + (XTE 360 / NM)

If neither CTS nor BPD data is provided:
Heading = (BOD or Heading) + (XTE 400 / NM) .

Table 7 NAV Mode Correction Methods
- 132 -
Basic Operations
CTS Steering a Direct Bearing

When Correction is set to CTS, the autopilot uses only the steering data (CTS or BPD) from the Navigation System and therefore is always steering directly to the destination, or next waypoint, from the present position, as depicted in the following diagram. Cross-Track Error is not used in the calculation.
Figure 86 Steering with Correction set to CTS
To see how this method works, try it out by performing the following steps: 1) Change Correction in the Nav menu to CTS. 2) Make sure the Navigation System is turned on, that a route consisting of at least a starting position (origin) and a destination point is entered, and that the Navigation System is set to output sentences which contain either CTS or BPD data. 3) Activate the route. 4) Switch the autopilot into STANDBY mode and manually steer the boat away from the Track between the starting position & destination, by at least a few hundred metres. 5) Place the autopilot into NAV mode. 6) Observe the Commanded Heading on the Control Heads display. It should match the Bearing Present to Destination value displayed on the Navigation System rather than the bearing of the desired Track.
Caution! Be sure to maintain a sharp lookout to ensure that there are no obstacles
between the boat and the destination, when Correction is set to CTS.
- 133 -
Basic Operations
XTE Steering Quickly Back to a Track

Cross-Track Error is the perpendicular distance from the desired Track to the boats position. When using Cross-Track Error Steering (Correction set to XTE), the autopilot initially steers on the Heading that was current when you enter NAV mode, and also monitors the Cross-Track Error reported by the Navigation System. If there is any Cross-Track Error, the autopilot changes the Commanded Heading so as to minimize the Cross-Track Error as rapidly as possible so that the boat returns to the desired Track as quickly as possible.
Figure 87 Steering with Correction set to XTE
To see how this method works, try it out by performing the following steps: 1) Change Correction in the Nav menu to XTE, and MAX Correction to 90. 2) Make sure the Navigation System is turned on, that a route consisting of at least a starting position (origin) and a destination point is entered, and that the Navigation System is set to output sentences which contain BOD data. 3) Activate the route. 4) Switch the autopilot to STANDBY mode and manually steer the boat onto the Track. 5) Place the autopilot into NAV mode. 6) Observe the boats Heading and the Cross-Track Error. The autopilot should be steering so as to minimize any Cross-Track Error that develops (from wind, waves, cross-currents, etc.), as rapidly as possible. 7) Switch the autopilot to STANDBY mode and manually steer the boat to a position well off the desired Track. 8) Place the autopilot back into NAV mode. 9) Observe the boats Commanded & actual Heading and the Cross-Track Error. The Commanded Heading should shift to something approximately 90 different than the desired Track (less than the Track if you are to Starboard of it, greater if you are to Port). The autopilot should keep steering that Heading until the boat nears the Track, thus minimizing Cross-Track Error as rapidly as possible, and then turn the boat onto the Track.
between the boats current position & the desired Track, with XTE Correction.
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Basic Operations
There is one major drawback to XTE Correction, however. The course steered when Correction is set to XTE is usually not the most efficient in terms of overall distance traveled. The main problem is that the sum of the distance travelled at a right angle to the Track (i.e., along the XTE distance), and then along the Track in other words, along the two right angle sides of the triangle, in the figure below is obviously greater than the path direct to the destination. Also, if there is a large Cross-Track Error, the autopilot may overshoot the desired Track, and then gradually settle on to it. This is a function of turn rate, boat speed, and position updates received from the Navigation System.
All of these effects are lessened when Correction is set to Both (see next page).
For best performance, it is always best to minimize any Cross-Track Error before putting the autopilot into NAV mode!
Figure 88 Response of Boat to a Large Cross-Track Error
Large Cross-Track Error Effects

There is another potential drawback to XTE Correction. If the Cross-Track Error is large, the autopilot will steer a Heading which can be almost perpendicular to the desired Track. This may be annoying and it might even be unsafe, depending on what objects or other boats are near you at the time. However, the total number of degrees that the autopilot will adjust the Commanded Heading away from the desired Track is limited to the value set for Max Correction. By using this parameter by setting it to something less than the factory-default of 90 you can thus limit the possibly-undesired effects of the perpendicular to Track behaviour of the autopilot.
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Basic Operations
Both Steering Smoothly Back to a Track

When Correction is set to Both, the autopilot will bring the boat onto the desired Track as smoothly and efficiently as possible. Experience has shown that this is generally the best method for most boats.
Figure 89 Steering with Correction set to Both
When steering using this method, the autopilot tries to minimize Cross-Track Error by steering to a Heading that lies between a perpendicular to the Track and the current bearing to the destination waypoint. The farther you are off-track, the closer to the perpendicular the Heading will be. As you come closer to the Track, the Heading of the boat will change closer to the Heading of the Track. When you are on-track, the boats Heading and the Track will be identical. To see how this method works, try it out by performing the following steps: 1) Change Correction in the Nav menu to Both, and MAX Correction to 90 . 2) Make sure the Navigation System is turned on, that a route consisting of at least a starting position (origin) and a destination point is entered, and that the Navigation System is set to output sentences which contain CTS or BPD data. 3) Repeat steps 3) to 9) of the XTE Steering Quickly Back to a Track test. 4) At step 6), the autopilot should be steering so as to minimize Cross-Track Error as smoothly as possible. It may be hard to tell if the steering is any different than with XTE Correction. 5) At step 9), the autopilot should steer the boat in a smooth arc back onto the Track. If the Commanded Heading does initially go to 90 different than the Track, it should stay there for a much shorter time that with XTE Correction, and then gradually change back to the Tracks bearing.
Similarly to XTE Correction, you can limit the limit the effects of the autopilots potential perpendicular to Track steering with large Cross-Track Error values, with the Max Correction parameter.
between the boats current position & the desired Track, with Both Correction.
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Basic Operations
An example of NAV Mode in Operation

Heres an example of NAV mode in operation, to help make the real-world effects of all that math clearer! Lets say that your boat is running on a waypoint-to-waypoint leg which has a charted bearing of 120 True, and the autopilot is using degrees True Heading data from an NMEA source. Youve selected XTE Correction in the NAV menu, and set up the Navigation System to output Bearing Origin To Destination data in degrees True, and XTE data (in NM), with both in the NMEA APB sentence. When you departed the first waypoint, you were right on the Track between the waypoints, and so the data in the APB sentence was BOD = 120 True, & XTE = 0.0 NM. Thus, the autopilot calculated a Commanded Heading of 120 True, and thats also the boats actual Heading. Thats good youre going straight to the next waypoint you can relax! Ooops where did that cross-current come from? Seemingly all of a sudden, youre a tenth of a mile off-track to Port, although the boats actual Heading is still ~120 No worries! The autopilot will handle it:
BOD is still 120 T, but XTE is now 0.010 NM so the Commanded Heading is now 120 + (0.010 NM x 400 /NM) = 124 , and the actual Heading is something close to 124
A few minutes later, youre a little more than half-way back to the Track:
BOD is still 120 , XTE is now 0.004 NM, so Commanded Heading is now 121.6 (and the actual Heading is close to that)
And after a few more minutes, youre back on-Track, with both Headings holding at ~120. Some other points about NAV mode to keep in mind:
The XTE value the autopilot uses in its correction calculations is always in Nautical Miles, and has a precision of 3 decimal places (0.001 NM). When XTE is 0.01 NM or less, the full 3-digit precision is used. But, when XTS is greater than 0.01 NM, the value is rounded to 2 decimal places (0.01 NM), before the correction calculations are done. The reason for that is to provide smoother & more efficient steering when XTE is large. To explain: theres really no point to making many fine adjustments to Commanded Heading when the boat is a long way off-track. For example, if XTE above were to change from 0.024 NM down to 0.015 NM, the Commanded Heading would stay at 128, rather than going in 0.4 steps from 129.6 down to 126 . But the total time to come back on-track would be about the same. And its easier on the rudder & drive mechanism too. A few larger changes cause less wear & tear than many small ones and also use less power!
Very small changes in, or values of, the XTE value may not always cause a change of Heading - depending on the Sea State parameter value (see page 126). Example: if Sea State is 1, a change in XTE of 0.001 NM yields a change of Heading of 0.4 - but thats less than the 0.5 of Yaw that is allowable for Sea State 1. On the other hand, if very small XTE values exist for a time, what will happen instead is that the autopilots Automatic Rudder Trim will gradually build up a trim which does have the same effect as changing the Commanded Heading. In the example above, a steady XTE of 0.001 would cause the rudder to wind up a bit off-centre to Starboard keeping the boat crabbing a bit into that cross-current from Starboard, so that you stay right on the Track that you want.
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Basic Operations
Nav Menu
The Nav menu contains a number of parameters used when operating the autopilot in NAV mode. To access the Nav menu, double-press the NAV button.
Figure 90 Nav Menu
Nav Source
Set Nav Source to the input connector (NAV1 or NAV2) that the external Navigation System is connected to. The autopilot will then look at that input when in NAV mode to obtain the bearing and course-to-steer information it needs.
The selected input can be the same one used for the Compass source (see page 117), and/or the Speed source (see page 127).
XTE Limit (Cross-Track Error Limit)

The autopilot will raise an alarm while in NAV mode if the boats Cross-Track Error exceeds the limit set here.
Waypoint Arrival
When the boat arrives at a waypoint or the end of a route, an NMEA arrival sentence is sent to the autopilot from the Navigation System. This menu line tells the autopilot how you want it to react to the arrival sentence.
Auto (automatic sequencing):
The autopilot will automatically turn the boat onto the Heading to next waypoint. Waypoint Arrival will be displayed on the Control Head screen, along with an audible alarm; both will continue until acknowledged by pressing the Fn button.
Caution! Because the boat will turn automatically, it is crucial when planning the trip that you verify there will be sufficient room to execute the turn at each waypoint. Manual (manual sequencing):
Waypoint Arrival will be displayed on the Control Head screen, accompanied by an audible alarm; both will continue until acknowledged by pressing the Fn button. The autopilot will not automatically turn the boat to the next waypoints Heading. Instead, the current Heading will be maintained until the Fn button is pressed.
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Basic Operations
Off (silent sequencing):
Automatically turn the boat to the next waypoint in a route.
Caution! In Off, no waypoint arrival alarm will be displayed. Typically, you would choose this option if your Navigation System has its own waypoint arrival alarm that cannot be turned off, and you do not wish to acknowledge the same alarm on multiple devices.
Correction
This parameter selects which of the three methods the autopilot will use to update the Commanded Heading when in NAV mode:
CTS Course To Steer XTE Cross-Track Error Both
See Understanding NAV Mode, above for full details.
XTE Sense (Cross-Track Error Sense)

Cross Track Error (XTE) contains two pieces of information. First, it contains the amount of the error. Secondly, it gives information about the sense of the error that is, whether the boat is to the left or the right of the line between the beginning and ending waypoints. The NMEA 0183 Standard specifies how the Cross-Track Error should be identified. An `L indicator in the data sentence means the boat should steer to the left, and an `R indicator meaning the opposite. However, some manufacturers of GPS, chartplotters, and other Navigation devices & systems have taken the `L indicator to mean that the boat is to the left of the line, so the boat should steer to the right, and the `R indicator to mean the opposite. Because of this confusion, the P Series autopilots handling of XTE can be switched from Norm (normal) to Rev (reverse).
In Norm, the autopilot will respond normally (i.e., in the way defined in the NMEA Standard) to the sense of the Cross-Track Error. In Rev, the autopilot will respond in the opposite way in response to the same information.
Max Correction
When activating pre-stored routes when there will be a large amount of initial Cross-Track Error, the autopilot will steer the boat at almost 90 to the Track to the first waypoint, in order to get back on-track as fast as possible. In certain circumstances, this can appear as though the boat is actually moving away from the waypoint. You can minimize this phenomenon by setting Max Correction to something less than 90 .
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Basic Operations
Dodge Turns
When in AUTO, NAV or WORK modes, you can use the PORT and/or STARBOARD buttons to avoid (dodge around) an obstacle in the water. Pressing & maintaining either the PORT or STARBOARD button will cause the autopilot to turn the boat in that direction. As long as one of the direction buttons is pressed, the rudder will keep moving in the corresponding direction.
The autopilot will stop moving the rudder when it gets to the Auto/NAV Rudder Limits (see page 122), or when it gets within a few degrees of the physical limits of rudder travel if those limits are not set.
Once the button is released, the Autopilot will turn the boat back to the Commanded Heading, Track, or Wind Angle (depending on which operating mode is in effect).
Figure 91 A Dodge in Progress (in AUTO Mode)
If you dodge the boat in AUTO or WORK modes, then when you release the PORT or STARBOARD button, the boat will return to the same Heading but not the same Track. The new Track will be offset from the original Track by the distance traveled during the Dodge manoeuvre. This is illustrated below.
Figure 92 Boat Track During a Dodge Manoeuvre in AUTO Mode
In contrast, when you execute a Dodge in NAV mode, the autopilot will return the boat to the original Track, once you release the PORT and/or STARBOARD button.
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Basic Operations
Caution! During a Dodge turn (i.e., while one of the PORT or STARBOARD buttons is maintained), the Autopilot will not limit the rate of turn of the boat.
Once the PORT or STARBOARD button is released, the autopilot will begin to turn the boat back to the Commanded Heading or Track, but this time the turn will occur at no greater than the maximum turn rate that is set in the Steering Parameters. Special notes for a P2VS without an RFU: Too much rapid &/or repeated side-to-side dodging can cause the autopilot to lose track of the estimated rudder position. Also, be especially careful not to dodge in the opposite direction to get back on-course. Instead, it is recommended that you always follow a dodge with a dodge-centre (see below), until the rudder reaches the dead-ahead position. Then release both the direction buttons, and the autopilot will perform a turn to get back onto the desired Heading. Typically, you will then be off-Track so if you want to get back on Track, you can change Heading as required. If you are in a situation where you do have to dodge frequently, it is better to change into Power Steer mode, until you are back in a situation where there will be a long period of steady Heading. The same is true if you are on a Track where you will have to change Heading frequently.
Dodge Centre
You can bring the rudder back to centre (Dead Ahead) part-way through a Dodge. For example, you might want to center the rudder in order to maintain, for a while, a specific Heading that the boat has reached during the dodge.
Press the other direction button (PORT if you are dodging to Starboard, and vice-versa), without releasing the button already being pressed. Maintain both buttons simultaneously for as long as you wish to keep the rudder centred.
The Track that the boat follows while both buttons are pressed will typically be straight, at approximately the Heading that was current at the time the second button was pressed. However, this can be affected by wind and waves, by the boats rudder speed and steering response time, and any directional offset that the boat exhibits when the rudder is centred.
Releasing one button will re-start a Dodge in the other direction. Releasing both buttons will end the dodge completely, with the same mode-dependant behaviour with respect to resuming the Track as noted above.
Figure 93 Holding at a Heading Part-way Through a Dodge Turn
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Basic Operations
Jog Steering Turns

If a Jog Steering Control Lever is connected to the SPU terminal block J3, you can directly 35 change the boats heading with that Jog Control , while the autopilot is in POWER STEER, AUTO, NAV, or WORK or WIND modes. This is identical to a Dodge, except that you use a Jog Control to start and control it, and you can do it while in POWER STEER mode. When the Controls lever is moved far enough to activate the internal switch, the rudder will move immediately in the requested direction (to Port or Starboard). As long as the Jog Control is held activated, the rudder will keep moving in the corresponding direction.
If one, or both, of the Power Steer Rudder Limits and/or the Auto/NAV Limits are set (see page 122), then the autopilot will stop moving the rudder when it gets to the smaller of the limits. If neither of the Rudder Limits are set, then the autopilot will stop moving the rudder when it gets within a few degrees of the physical limits of rudder travel.
When you release the Controls lever, the autopilot will return the boat:
to the current Commanded Heading, if in AUTO or WORK modes, or in NAV mode with CTS correction or to the current Track to the next Waypoint, if in NAV mode with XTE or Both correction or to the current Commanded Wind Angle, if in WIND mode (see page 140).
Important! You should be prepared for a change in the boats direction

when you release the Lever.
A large `J is displayed in the upper left corner of the Control Heads screen temporarily replacing the current modes indicator letter whenever a Jog Control is activated.
Figure 94 Typical Jog Control Activated Screen
The Jog Controls are ignored when the autopilot is in STANDBY mode, and during DOCKSIDE SETUP.
35
The autopilot system allows connecting any desired number of Jog Levers (see page 117). - 142 -
Basic Operations
Commander P2VS Operations

The P2VS is basically a Commander P2, but with extra features most notably, the ability to operate without a Rudder Follower Unit, using Virtual Rudder Feedback (referred to as 36 VRFU operation). From a hardware standpoint, it is identical to a P2 all the differences lie in the firmware in the SPU & Head. The P2VS was developed primarily for use on boats with Outboard motors or steerable Inboard-Outboard drives, where installing an RFU is usually very difficult.
Cautions
It is important to keep in mind that when operating without an RFU the P2VS can not sense where the rudder is positioned, nor if it is in motion. It can only estimate the rudders position & how far it moves while the move rudder signal is being output.
Note: the word rudder is used in the generic sense in this section. It refers to whatever mechanism the boat uses to control its direction of travel e.g., outboard motor(s), an I/O leg, and so on.
Here is some background to, and some effects of, that only an estimate condition:
During Drive Setup, you enter the rudder travel limits, and then the rudders HO-HO travel time is measured. Together, those give the speed (degrees per second) at which the rudder moves. Later, during normal operation when the P2VS is controlling the rudder (POWER STEER, AUTO or NAV modes), the SPU continuously re-calculates the current estimated rudder position by multiplying the measured rudder speed & the length of time it outputs each move rudder signal.
The P2VS VFRU steering algorithms also make some assumptions about the rudder position, at certain reference points. For example, it is assumed that the rudder is in the Dead Ahead position when the boat is running on a straight Heading. On most boats, in calm sea conditions, dead ahead is indeed where the rudder is at the dead centre position. But that may not be so if the boat is towing something, or in rough seas, or if there is some condition that requires the rudder to positioned off-centre for the boat to follow a straight Track.
There are many factors that can cause errors in the rudder position estimation:
The only measurable effect of the rudder that the P2VS VFRU steering
37
algorithms can sense is changes in the Heading of the boat . But the rudders effect on Heading varies with different boat speeds, current, tide, wind, etc. solenoids, cable, etc.) typically respond to move signals from the SPU in a non-linear way. The rudders movement may also be asymmetric different when moving to Port than Starboard.
The rudder and the associated drive mechanism (hydraulic ram, electric
36 37
other than the black-coloured Control Head & the product name on the Heads LCD-protection overlay. which is why a reliable Heading source is so vital during VFRU operation. - 143 -
Basic Operations
The Rudder Angle Indicator (the one shown on the Control Head, and any RAI meters connected to the SPU) displays the estimated rudder angle. Usually, when the RAIs rudder position bar is at the centre (& when the needle on an RAI meter is at the 0 mark), the P2VS is indicating that the boat is holding a steady Heading on a straight Track. At other times, for many possible reasons, the RAI may be showing a rudder is off-centre condition, even though the boat is on a straight Track. This is especially so in AUTO & NAV modes; however, the misalignment between the RAI & the rudders actual position will be eliminated gradually, if the boat runs straight for some time.
During autopilot-controlled steering (POWER STEER, AUTO or NAV modes), the rate of turn is limited to the value you enter in the Turn Rate parameter. This is usually well below the rate which a maximum deflection of the rudder would cause, at a normal speed. The result is that the rudder is normally always positioned well within the maximum-deflection limits, and moves more or less equally around the centre Dead-Ahead position. However, if for some reason the boat will only run straight with a big offset of the rudder to one side or the other (or if there is a temporary false offset in the RAI), the arc which the rudder can move within, on the side of the offset (i.e., between that offset Dead-Ahead position & the maximum deflection), is reduced. Since the P2VS VFRU steering algorithms have no way to know the size of any such offset, they can not properly assess how the close the rudder is to the maximum-deflection boundary.
In such circumstances, the responsibility for keeping the rudders movement safely within the physical limits lies solely on the operator. This is especially true when the Dodge Turn function is used. If you see that the rudder has a big offset while the boat is travelling Dead Ahead, or if the RAI shows a much different rudder position than the rudder is actually at for any length of time, it is strongly recommended that you put the autopilot into STANDBY mode. Then, determine the cause of the offset or RAI misalignment, before continuing on in POWER STEER, AUTO or NAV modes.
It is vital that you can see the rudder during the Drive Setup procedure (or at least have a reliable way to monitor it), that you position it correctly when prompted, that you enter accurate values for the rudder travel limits, and that you carefully perform all the steps required.
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Basic Operations
P2-Equivalent Operation
As noted earlier in this manual, a Rudder Follower Unit may optionally be installed on a P2VS system. During the initial step of the Drive Setup procedure, if an RFU is detected, the P2VS changes into a state which is equivalent to a Commander P2; all menus, features, operational displays and available modes of operation will be the same as on a P2.
Note: the converse may or may not be true. As of the date of publication of this manual, P2 firmware v4.00 had not been released. The plan was that the P2 was not going to have a P2VS-equivalent mode (i.e., if an RFU was not found during Drive Setup), but that may have changed during the final design/testing/review work on the new P2 firmware.
In particular:
WORK mode will be available. All Vessel types can be selected. The RAI and all rudder position functions will be as accurate as the RFU. The P2VS VRFU feature will be disabled.
There are a few exceptions: The P2s 1PPS output pin will remain non-functional. The P2s HTD NMEA output sentence will not be provided. Neither WIND nor WIND-Points mode will be available. The initial screens displayed on power-up will still show P2VS.
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Advanced Operations
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Advanced Operations
Advanced Operations
This chapter describes the advanced modes of operation & features of a P Series system, and shows you how to use them.
WORK Mode
WORK mode is special mode, for use under conditions that are different from normal autopilot operation; prime examples are dragging, trawling, and pair trawling. It is also useful for towing or when traveling at very slow speeds. WORK mode can be activated in either AUTO or NAV mode. You can even switch from AUTO to NAV mode or vice-versa, while WORK mode is active. Note: WORK mode is not available when the Vessel type in the Dockside Setup menu is set to Sail, nor on a P2VS without an RFU.
Initial set up of WORK mode is easily accomplished. Only two parameters need to be adjusted: a Work Trip Point and the Rudder Scaling Factor. Some other parameters can be used to monitor and fine-tune the operation of WORK mode.
Note: the autopilot has an automatic Off-Course Alarm that will be activated should the boat fall off the Commanded Heading by more than 20 . There is a 32 second delay on this alarm.
Automatic WORK Mode

Although WORK mode can be used manually, it works best if a valid NMEA source of the boat's speed is also interfaced to the autopilot. The speed source must also be properly configured (in the Auto menu, see page 127). With a valid NMEA speed source, WORK mode can be engaged automatically when the boats speed falls below the Work Trip Point, and disengaged when the boats speed increases beyond the Work Trip Point. To use Automatic WORK mode, first go into either AUTO or NAV mode. Then press and hold the Fn button for approximately 1 second, until a confirming beep is heard. A small letter `W will appear beside the bigger mode-indicator letter (À or `N) in the upper left portion of the LCD screen, to indicate that the WORK mode feature is enabled. If the boats speed is above the Work Trip Point, the `W will flash slowly, about once per second, indicating that WORK mode is enabled but not yet engaged. If the `W appears continuously (not flashing), the boat speed is below the Work Trip Point, and WORK mode is actually engaged.
Figure 95 Typical WORK Mode Screen (Engaged)
To disable WORK mode, press the Fn button again, for approximately 1 second, until a confirming beep is heard and the letter `W disappears from the display. WORK mode can also be cancelled by switching to either STANDBY or POWER STEER mode.
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Advanced Operations
When WORK mode is engaged, the Rudder Scale Factor changes the amount of corrective rudder movement which the steering algorithms calculate using the Rudder Gain setting. In WORK mode, that calculated amount (i.e., proportional to the course error) will also be multiplied by the Scale Factor, resulting in larger rudder movements for a given course error. The Rudder Scale Factor is entered on the Work menu (see page 151). Other effects take place in WORK mode too.
The corrective rudder movement calculated for Counter Rudder is reduced to the minimum possible for the Vessel type (i.e., as if the Counter Rudder parameter was set to 0), which enhances the effect of the Rudder Gain and Rudder Scale Factor. Turn Rate is limited to 10 /second while WORK is active, for all changes of Heading controlled by the autopilot, and for Special Turns. Particularly useful for pair trawling, the autopilot also disables the automatic course trim unless Autotrim (in the Work menu) is specifically turned on. Finally, the built-in off-course alarm will be disabled the entire time WORK mode is engaged.
If the user is not satisfied with the fixed helm bias determined by the Autopilot at the onset of WORK mode, manual adjustments can be made on-the-fly while WORK mode is engaged. A double-press of the Fn button will bring up the regular Work menu, but with an additional line. Rudder Bias will be the first line on the list, and will show the current helm bias. You can change this value to suit, using the COURSE CHANGE knob. This feature is useful in order to accommodate changing load or sea conditions. As mentioned earlier, WORK mode will automatically be disengaged if the boats speed rises above the Work Trip Point set by the user. While it is disengaged, all normal features such as automatic trim and off-course alarm will be operational.
Manual WORK Mode

Even if no NMEA source of speed data is available, WORK mode can still be used, by manually invoking it. To do so, switch to AUTO or NAV mode, and then press the Fn button for ~1 second until the letter À or `N in the upper left portion of the display stops flashing, and a small letter `W appears beside it. Then, double-press the Fn button to bring up the Work menu. Highlight Work Mode State. Then use the COURSE CHANGE knob to change the selection to M_On (Manual On).
WORK mode is now engaged.
Caution! When Manual WORK mode is engaged, large rudder movements may
occur. If your boat is traveling too fast, these rudder movements may affect the stability of the boat. Do not engage Manual WORK mode without first ensuring that it is safe to do so and that the boat speed is appropriate for using WORK mode.
To disengage WORK mode, again select Work Mode State in the Work menu and change it to A_Rdy (Automatic Ready). To cancel WORK mode completely, press and hold the Fn button for 1 second, or switch to STANDBY or POWER STEER mode.
You can also manually disengage WORK mode, if it has been engaged in the automatic mode. Double-press the Fn button to bring up the Work menu. If WORK mode is engaged, the Work Mode State will show A_On beside it. Highlight Work Mode State, then use the COURSE CHANGE knob to change it to M_Rdy (Manual Ready).
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Advanced Operations
Work Menu
The Work menu has all of the adjustable parameters that are involved with WORK mode. To access the Work menu, double-press the Fn button.
Figure 96 WORK Mode Menu
Rudder Bias
This menu line only appears when WORK mode is active. It shows the current rudder bias, which can be adjusted if desired.
Autotrim
The autopilots WORK mode can be configured to use manual or automatic rudder bias trim when in WORK mode (the default is to use automatic bias). Manual rudder bias is fixed by the position of the rudder when the autopilot first enters WORK mode, but can be adjusted by the user if desired (see Rudder Bias, above). Automatic rudder bias is initially set to the position of the rudder when the autopilot first enters WORK mode, but is automatically adjusted on a continual basis thereafter to ensure that the boat remains on-course.
Work Trip Pt. (Work Trip Point)

This is the speed below which WORK mode can be engaged, and above which WORK mode will be disengaged automatically. The value can be 1 to 10, and is in the units that the Speed Source (see the Auto menu) is using.
Rudder Scale (Rudder Scale Factor)

When WORK mode is engaged, the Rudder Scale Factor will multiply the Rudder Gain setting in the Auto menu. Normally, the rudder is moved an amount proportional to the course error detected (i.e., the error times the Rudder Gain, and using some constants which depend on boat type), but in WORK mode that amount will also be multiplied by the Scale Factor. This will always resulti in larger rudder movements for a given course error
Work Mode State

This parameter shows the current status of WORK mode. It is also a means to force WORK mode to be active or not. Normally, WORK mode is engaged or disengaged depending on the speed of the boat as given by a Navigation System. In cases where this information is not available, WORK mode can still be made to function by forcing it on. The states shown are Off, A_On and A_Rdy (abbreviations for Automatic On & Automatic Ready, respectively), or M_On and M_Rdy (Manual On & Manual Ready).
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Advanced Operations
WIND Mode
WIND mode is special mode used on sailboats; it is a sub-mode of AUTO mode. Note: WIND mode is only available when the Vessel Type in the Dockside Setup menu is set to Sail; it is not available on P2VS systems.
In WIND mode, the autopilot steers the boat so as to maintain a constant angle to the wind, rather than a constant Heading. In order to use WIND mode, your autopilot must receive wind information (speed & angle) from a ComNav Twin-Fin Wind Transducer, or as NMEA 0183 data from some other wind sensor via one of the NAV data inputs. The Wind Source in the Wind menu must match what you are using.
Note: you can not change the Wind Source while in WIND mode, for safety
reasons (different wind sources may not give the same reading).
To enter WIND mode, bring the boat around so that the wind angle on the bow is between about 045 and 160 , and set your sails correctly for that wind angle. Then enter AUTO mode, and then press the Fn button for ~1 second, until the large letter À stops flashing. The screen displayed will be similar to the figure below. The smaller letter `W that appears to the immediate right of the À indicates that the autopilot is now in WIND mode. The large numbers on the display show the actual wind angle, while the smaller numbers in the upper center portion indicate the Commanded Wind Angle. The Commanded Angle is automatically set to the actual wind angle when you enter WIND mode; you can then change it, with the COURSE CHANGE knob. The letters after the wind angles show which side of the boat Port or Starboard the wind is coming from. The boats current Heading is also shown, and whether it is degrees True or Magnetic.
Figure 97 Typical WIND Mode Screen (Normal Display)
To exit WIND mode, press the Fn button again. The AUTO mode screen will re-appear, and the letter `W will disappear from the display.
WIND mode can also be cancelled by switching to any other mode.
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Advanced Operations
Changing Wind Angle

To change the Commanded Wind Angle, rotate the COURSE CHANGE knob. The angle will change by 1 for every click of the knob.
Important! Turning the COURSE CHANGE knob, tells the autopilot to turn the boat in the direction you turn the knob. But keep in mind that the change in the Commanded Wind Angle depends on the Tack you are on:
On Port Tack, turning knob clockwise (thus turning the boat to Starboard) increases the Commanded Wind Angle, since the boat will turn farther away from the wind. Similarly, turning the knob counter-clockwise turns the boat to Port, and so decreases the Commanded Angle. On Starboard Tack, it is the opposite way around.
Of course, as the boat turns you should also trim your sails to suit the new wind angle!
Tack & Gybe Inhibit

The 045 to 160 wind angles for the WIND mode entry range are in fact the Close Haul & the Gybe Hold angles, respectively. The actual values of each of these points of sail can be changed, in the Wind menu, if you wish and if you do so, the entry range will change too. However, attempts to change the Commanded Wind Angle beyond these Points of Sail (i.e., less than Close Haul or more than Gybe Hold) will be ignored. This is a safety feature known as Tack and Gybe Inhibit.
Caution! These Inhibits are not a guarantee against hazardous situations. When sailing under autopilot control, your attention is required at all times, most especially when running or beating.
The Tack and Gybe Inhibits are meant to prevent unintended, accidental Tacks & Gybes. However, there is a way to perform Tack and Gybe manoeuvres intentionally, using the TURN button see pages 156 & 159.
Low Wind Speeds

A warning will appear on the screen any time the wind speed is below about 9 10 Knots ; for example, in Figure 97, the display would show Low Wind instead of App. Wind. The reason for this warning is that sailing in light winds (below about 6 Kn, on a typical sailboat) under autopilot control can be very tricky. The boat speed will be low, and so there will not be sufficient steerageway for the autopilot to control the boats direction properly. However, the autopilot will still try to do its best in a Low Wind condition and so the warning is to remind you that it may not have very good control of the steering! When the wind speed is above 9 10 Kn, the low wind warning will be replaced with either App. Wind (Apparent Wind) or True Wind (determined by the Wind Source parameter).
38
If the wind speed drops to about 3 Kn, a Wind Sensor Error alarm will occur. In this condition, the wind speed is too low to maintain the Commanded Wind Angle, and so the autopilot will instead try to maintain the Heading the boat was on just before the alarm occurred. Typically, this will cause the rudder to move gradually to the Dead 39 Ahead position . This alarm will also occur when using a Wind Vane, if the vane fails. When using an NMEA source, this alarm will occur if there are no valid wind data sentences received for ~2 seconds.
38
Theres a 1 Kn hysteresis on the Low Wind & Wind Sensor Error detections, to reduce annoying warnings & alarms around the thresholds. 39 If there is also a problem with the RFU, the autopilot will simply keep the rudder at the same position it was at. Document PN 29010074 V4.0 - 153 -
Advanced Operations
WIND-Points Mode
There is a variation of WIND mode, called WIND-Points mode. In this mode, the COURSE CHANGE knob is used to command the autopilot to steer to specific predefined Points of Sail: Close Haul, Close Reach, Beam Reach, Broad Reach, or Gybe Hold . You can define the exact wind angle for any of these in the Wind menu. To enter the WIND-Points mode, press the AUTO button when in WIND mode until the screen changes to the display shown below. To go back to the WIND mode & display, press AUTO again.
Note: if you change to a non-wind mode from the WIND-Points mode, then when you re-enter WIND mode, you will go right back into WIND-Points mode.
Figure 98 Typical WIND-Points Mode Screen
Changing Point of Sail

In the example above, the solid arrow shows the approximate direction which the wind is coming from. The actual wind angle (055 ) is shown in the centre, and whether it is True (T) 40 or Apparent (A); the boats current Heading, 248.4 Magnetic, is also shown . The Commanded Wind Angle, to which the autopilot will try to steer to & maintain, is located in the upper middle of the display (060P, in the figure above). To change the Commanded Wind Angle, rotate the COURSE CHANGE knob. Note that the Commanded Wind Angle does not change by 1 as would happen in the regular WIND mode; instead, it changes all the way to the closest (to the current actual wind angle) Point of Sail, in the direction the boat will turn. A new arrow is then shown on the display but this one is an outline only, showing what the wind direction will be, once the autopilot brings the boat onto the new Commanded Angle.
Important! Just as in WIND mode, turning the COURSE CHANGE knob, tells
the autopilot to turn the boat in the direction you turn the knob. But keep in mind that the change in the Commanded Wind Angle depends on the Tack you are on (see Changing Wind Angle on the previous page).
Tack & Gybe Inhibit

Similar to operation in WIND mode, the autopilot does not allow you to Tack or Gybe using the COURSE CHANGE knob, in the WIND-Points mode. But there is a way to do Tacks & Gybes see pages 156 & 159.
40
A Low Wind condition see page 147 is indicated on this screen as WIND-LOW, above the actual wind angle. - 154 -
Advanced Operations
Heres an example of WIND-Points mode operation: Assume that you have defined a Close Reach as 060, a Beam Reach as 090 , and a Broad Reach as 120 . You are in WIND mode, and the autopilot is steering to the wind at a Commanded and actual (Apparent) wind angle of 080 on a Port tack. When you press the Fn button to bring up the WIND-Points mode, the autopilot will set the Commanded Wind Angle to 080 Port, because that is the current wind angle. The display will show a solid arrow at the closest Point of Sail, 090 Port.
Figure 99 Commanded Wind Angle of 90
Now lets say you turn the COURSE CHANGE knob one click counter-clockwise. The Commanded Wind Angle changes to 060 Port, since youve commanded a turn of the bow to Port which will decrease the wind angle on the bow, and so the corresponding point of sail is a Close Reach Port. The outline arrow shows that the wind will be coming from 060 , once the autopilot brings the boat onto the new Commanded Angle (i.e., new Point of Sail). The boat will then turn to Port, and as the actual wind angle approaches 060 , the outline arrow will be replaced with a solid one, once the actual angle is within 5 of the new Commanded Angle.
Figure 100 Outline Arrow shows the Commanded Point of Sail
If you had instead turn the knob one click clockwise, the Commanded Wind Angle would change to 120 Port (i.e., a Broad Reach), an outline arrow would appear at 120 , and the boat would begun to turn to Starboard. As before, while the boat turns you should also trim your sails to suit the new wind angle!
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Advanced Operations
Boundaries of the Points of Sail

The boundaries between the Points of Sail are used in deciding which Point to change the Commanded Wind Angle to, when making a turn. The Point chosen is the one between the boundaries that the actual wind angle falls in. To show how the boundaries are determined, look at the following diagram .
41
Figure 101 Points of Sail
Note: when the WIND-Points mode is entered, the Commanded Wind Angle will be the actual wind angle, even if it is not one of the Points of Sail. But, if you then turn the COURSE CHANGE knob, the Commanded Angle will change to the Point of Sail which is closest to the actual wind angle.
Each of the boundaries (labelled D1, D2, etc., in the figure above) is half-way between the surrounding Points of Sail. Since the angles of the Points of Sail can be changed, in the Wind menu, the angle of the D1 D4 boundaries can change too (Dead Ahead & Astern are also boundaries, but have fixed values).
Divider
Dead Ahead D1 D2 D3 D4 Dead Astern
Calculated By
Close Haul + Close Reach 2 Close Reach + Beam Reach 2 Beam Reach + Broad Reach 2 Broad Reach + Gybe Hold 2
Default Angle
000 052.5 075 105 140 180
Table 8 Boundaries Between Points of Sail
41
The angle values shown in the diagram for the Points are all the default definition values; if you change any (see page 156), then the angle(s) will be the changed value(s).
- 156 -
Advanced Operations
Tacking
Tacking should initially be tested out in moderate winds and calm seas, in order to understand how it works on your boat.
Tacking is accomplished as follows (in WIND or WIND-Points mode). 1) Do all your normal preparations (lines, sails, other gear, etc.) to Come About. 2) Set the Commanded Wind Angle to Close Haul. If necessary, let the boat head up until the actual wind angle is close to the Commanded Angle. 3) Push the TURN button. If the you are sailing at an actual wind angle greater than 010 and less than the value in the Close Reach parameter in the Wind menu, the screen shows the Tack ? prompt. At any other angle, a Tack is not allowed, so an Invalid Command message pops up.
Note: if the actual wind angle is greater than a Broad Reach & less than 175 , the autopilot assumes that you want to Gybe. In this case, the screen will show the Gybe ? prompt instead (see Gybing below, for more information).
Figure 102 Starting a Tack in WIND (left) and WIND-Points (right) Modes
011
011
05 Clo 9 se Re
C
0 ) Clo s e eR ac
For example, with Close Reach set to the default 060, if you are sailing at an angle of 011 or 059 , or anything in between, you will see the prompt.
au H se lo ) C 45 (0 l
ac h( 06
lo
- 157 -
Figure 103 Wind Angle Limits to Start a Tack
se ( 0 Ha 45 u l )
9 05 ) 0 06 h(
Advanced Operations
4) Push either the PORT or STARBOARD button, depending on which Tack you are on. Just like when changing the Commanded Wind Angle with the COURSE CHANGE knob, the turn direction buttons tell the autopilot which way you want the boat to turn. So, you must press the correct button for the Tack you are on: PORT when on Port Tack, and vice-versa.
The correct direction button for a Tack is the opposite of a Gybe!

A small arrow symbol, in the correct direction, appears in the Tack ? prompt, as a reminder of which button to push.
The autopilot will not do the Tack if you press the wrong direction button, but instead just restore the normal WIND or WIND-Points display. For example, say you are on a Starboard tack and steering to a wind angle of 045 . If you press the TURN button followed by the PORT button, it would result in the boat turning to Port, which would increase the wind angle instead of tacking the boat. In this case, the autopilot would simply cancel the Tack, and continue to steer to the Commanded Wind Angle it was already on.
5) The autopilot will tack the boat to the Close Haul point on the opposite tack. You can now adjust the Commanded Wind Angle as desired. You should also trim your sails to suit!
During the Tack, the autopilot automatically adjusts its steering parameters (Rudder Gain, etc.) to make the turn a bit quicker than a normal turn. The autopilot will only tack the boat if the actual wind angle, at the time the PORT or STARBOARD button is pushed, is less than the Close Haul angle plus 10 otherwise the Tack will be cancelled. To allow for tacking in shifty winds, the angle can be anything less than that and even already be on the opposite tack, as long as it is less than Close Haul plus 10 .
05
Po
rt
05
S 4
t ar
a bo
rd
Figure 104 Wind Angle Limits for Tacking
For example, in the same 045 Starboard tack example as above, the wind must be between 054 Starboard & 054 Port when the STARBOARD button is pushed.
Note: to cancel a Tack after you have pressed the TURN button but before you have pressed the direction button, just press the wrong direction button. To abort a Tack once the autopilot has begun to steer the boat onto the opposite tack, you must change to some other mode, by pressing either the STANDBY, POWER STEER, or NAV button.
- 158 -
Advanced Operations
Gybing
Gybing should initially be tested out in moderate winds and calm seas, in order to understand how it works on your boat.
Gybing is performed in almost the same way as a Tack but with different wind angle limits to start & perform the manoeuvre. 1) Do all your normal preparations (lines, sails, other gear, etc.) for a Gybe. 2) Set the Commanded Wind Angle to Gybe Hold. If necessary, let the boat head up or fall off until the actual wind angle is close to the Commanded Angle. 3) Press the TURN button. If the actual wind angle is within the limits greater than the value in the Broad Reach parameter in the Wind menu and less than 175 the screen will show a Gybe ? prompt. At any other angle, a Gybe is not allowed, so an Invalid Command message pops up.
Note: if the actual wind angle is greater than 011 & less than a Close Reach, the autopilot assumes that you want to Tack (see Tacking above).
Figure 105 Starting a Gybe in WIND (left) and WIND-Points (right) Modes
e dR a o Br 1 12
0) 12 ( h ac
Br oa dR ea
ch (
12 0) 12 1
old eH Gyb (160)
Gyb eH (16 0) old
174
Figure 106 Wind Angle Limits to Start a Gybe
For example, with Broad Reach set to the default 120, if you are sailing at an angle of 121 or 174 , or anything in between, you will see Gybe ? prompt.
Document PN 29010074 V4.0 - 159 -
174
Advanced Operations
4) Push either the PORT or STARBOARD button, depending on which Tack you are on.
The correct direction button for a Gybe is the opposite of a Tack!

A small arrow symbol, in the correct direction, appears in the Gybe ? prompt, as a reminder of which button to push.
The autopilot will not do the Gybe if you press the wrong direction button, but instead just restore the normal WIND or WIND-Points display.
5) The autopilot will slowly steer the boat to the Gybe Hold Point on the opposite tack. Once the Gybe manoeuvre is completed, the Commanded Wind Angle can be adjusted as desired, and you can let out & trim the sails as required.
Caution! Be alert avoid the swinging boom!
During the Gybe, the autopilot automatically adjusts its steering parameters (Rudder Gain, etc.) to make the turn a bit slower than a normal turn. The autopilot will only gybe the boat if the actual wind angle, at the time the PORT or STARBOARD button is pushed, is greater than the Gybe Hold Point angle minus 11 ; it can even already be on the opposite tack, as long as it is still greater than Gybe Hold Point minus 11 .
15 Po 0 rt
Figure 107 Wind Angle Limits for Gybing
For example, if the Gybe Hold Point value is the default 160 , the wind must be between 150 Starboard & 150 Port when the appropriate PORT or STARBOARD button is pushed, otherwise the Gybe will be cancelled.
Note: to cancel a Gybe after you have pressed the TURN button but before you have pressed the direction button, just press the wrong direction button. To abort a Gybe once the autopilot has begun to steer the boat onto the opposite tack, you must change to some other mode, by pressing either the STANDBY, POWER STEER, or NAV button.
Caution! Aborting a Gybe in progress is not recommended, as it may cause an accidental Gybe, which could result in damage to the boat or injury to the crew.
0 15 oard rb Sta
- 160 -
Advanced Operations
Wind Menu
The Wind menu has all of the adjustable parameters that are involved with WIND & WIND-Points modes. To access the Wind menu, double-press the Fn button.
Figure 108 Wind Menu
Wind Source
Wind data may be received either directly from a ComNav Twin-Fin Wind Transducer, or from other devices that provide wind data in NMEA 0183 format. Select the appropriate value according to the table below.
Note: for safety reasons, this menu line does not appear if you enter this menu while in WIND mode. Setting
Vane NAV1A
Wind Source
Twin-Fin Wind Transducer NAV1 input, Apparent wind NAV1 input, True wind NAV2 input, Apparent wind NAV2 input, True wind
Comments
Wind direction & speed is taken directly from the Wind Transducer. The boat will sail to the Apparent Wind. Wind direction & speed is taken from a wind-measuring instrument that provides Apparent Wind data in NMEA 0183 format, & connected to the NAV1 input. Wind direction & speed is taken from a wind-measuring instrument that provides True Wind data in NMEA 0183 format, & connected to the NAV1 input. Wind direction & speed is taken from a wind-measuring instrument that provides Apparent Wind data in NMEA 0183 format, & connected to the NAV2 input. Wind direction & speed is taken from a wind-measuring instrument that provides True Wind data in NMEA 0183 format, & connected to the NAV2 input
Table 9 Wind Source Selection
NAV1T
NAV2A
NAV2T
When the wind data source is an NMEA device, there are several sentences which can contain the wind speed & direction data. If the data in the sentence being received (or in the sentence with highest priority, if there is more than one with wind data received) is not the type Apparent or True selected in Wind Source, and if boat speed data is also available, the autopilot calculates the required Apparent/True wind speed. If no boat speed data is available, the wind data is used as is, but the Apparent or True indicator on the WIND & WIND-Points mode screens does not change.
Document PN 29010074 V4.0 - 161 -
Advanced Operations
Wind Shift (Wind Shift Alarm) Wind Shift Delay

The autopilot can warn you if the wind shifts significantly. For example, if the Wind Shift alarm is set to 10 and the Wind Shift Delay is set to 0.5, then if the wind shifts by more than 10 degrees for 0.5 minutes, the Wind Shift Alarm will sound. The Wind Shift Alarm can be disabled by selecting Wind Shift in the menu and rotating the COURSE CHANGE knob counter-clockwise until the value reads Off.
Preset Tack Angle

When the Vessel type is set to Sail (in the Dockside Setup menu), the P Series autopilot includes Pretack (Preset-Tack) in the list of possible Special Turns. The Preset Tack Angle allows the user to customize the number of degrees that the boat will turn through when a Preset-Tack Special Turn is executed.
Close Haul Def (Close Haul Definition) Close Reach Def (Close Reach Definition) Beam Reach Def (Beam Reach Definition) Broad Reach Def (Broad Reach Definition) Gybe Hold Point (Gybe Hold Point Definition)
You can set a wind angle in the autopilot for the often-used Points of Sail: Close Haul, Close Reach, Beam Reach & Broad Reach, and also for a special angle called Gybe Hold. Each of these Points is defined by the angle of the wind relative to the boat, no matter whether the boat is on Port or Starboard Tack. In the WIND-Points mode, the autopilot will steer the boat so as to maintain the wind angle at one of these Points. Moving the COURSE CHANGE knob one click will change from one of these Points of Sail to the next.
The Close Haul & Gybe Hold angles also define the range of wind angles which the boat should be at when entering WIND or WIND-Points modes. Close Haul defines the angle from which the boat can be tacked. Gybe Hold defines the angle from which the boat can be gybed.
- 162 -
Advanced Operations
Special Turns
There are a number of Special Turns pre-programmed into the P Series system. The Special Turns described in this section can only be executed in AUTO & WORK modes.
Note: the WIND & WIND-Points modes Tack & Gybe turns operate similarly to Special Turns.
To execute a Special Turn (with the autopilot in the appropriate mode): 1) Press the TURN button. The default special turn will be displayed, along with a query for a direction.
Figure 109 Typical Special Turn Query
2) If a different special turn other than the default shown is desired, press the TURN button again. The next special turn in the available list will be shown. Press the TURN button again and again until the desired special turn is shown. 3) Press & hold either the PORT or STARBOARD button to select the direction in which to execute the Special Turn. The default Special Turn can be changed as desired by adjusting the Default Turn in the Standby menu (see page 117). Special Turns can be aborted by pressing the TURN button again while the Special Turn is executing, or by changing modes.
- 163 -
Advanced Operations
U-Turn
Figure 110 U-Turn Query
Figure 111 U-Turn Boat Path
The autopilot calculates a reciprocal course to the boats heading, and then turns the boat to that heading, in the appropriate direction, once the PORT or STARBOARD button is pressed.
- 164 -
Advanced Operations
Circle Turn
Figure 112 Circle Turn Query
Figure 113 Circle Turn Boat Path
The autopilot steers a never-ending circle in the appropriate direction once the PORT or STARBOARD button is pressed. The Turn Rate setting in the Auto menu governs the rate of turn. To stop the circle, press the TURN button again, or switch modes.
- 165 -
Advanced Operations
M.O.B. Man Over-Board
Figure 114 M.O.B. Turn Query
*
Figure 115 M.O.B. Turn Boat Path
The autopilot will perform a Williamson Man-Overboard turn, sometimes known as an Emergency or E-turn. This will bring the boat onto a reciprocal heading; typically right down the boats own wake. The PORT or STARBOARD buttons are used to determine the initial turning direction. For best accuracy, do not adjust boat speed once this turn has been initiated.
- 166 -
Advanced Operations
Fishzag
Figure 116 Fishzag Turn Query
Figure 117 Fishzag Turn
As its name implies, the Fishzag turn was developed specifically for fishing. When this Special Turn is executed, the autopilot maintains the present course for the time interval specified by the Fishzag Timer in the Standby menu. Once the timer has expired, the autopilot will make a 60 course change in the direction specified when you pressed the PORT or STARBOARD button. After 30 seconds, the autopilot will return to the original course, and start the timer over again. This time, when the timer goes off, the autopilot will make a 60 course change in the opposite direction. Again, after 30 seconds, the autopilot will return to the original course where the cycle repeats itself. The Fishzag turn has the effect of dropping the fishing gear behind one side of the boat, and raising the gear slightly on the other side while the boat is turning. This has been shown to be an effective means of luring fish to strike. To cancel the Fishzag turn, press the TURN button again, or switch modes.
- 167 -
Advanced Operations
Pretack (Preset-Tack)
Figure 118 PreTack Turn Query
Preset-Tack Special Turns are only available in AUTO mode, and if the Vessel type in the Dockside Setup menu is set to Sail. You may activate this turn at any wind angle, and you may do it in either direction. The Preset-Tack turn will turn the boat the number of degrees specified by the Preset Tack Angle in the Wind menu, in the direction you select by pressing the PORT or STARBOARD button. This turn is used when you need to Tack (or Gybe) while sailing the boat at various specific Headings, rather than tacking/gybing to a specific wind angle, as is done in WIND & WIND-Points modes using those modes Tacking or Gybing functions (which operate very much like Special Turns do). For example, you could use the Preset-Tack turn when tacking back & forth across the CMG upwind youre trying to achieve, if you didnt want to have to tack from Close Haul to Close Haul. You can also use it to change the wind angle back & forth by a specific number of degrees (i.e., the Preset Tack angle) on the same tack: for example, to go from 060 to 110 Port, and back again, if Preset Tack is 050 .
Note: none of the Special Turns including Preset-Tack are available in WIND or WIND-Points modes. Caution! You should keep in mind that none of the special safety features of Tacking & Gybing turns apply to Preset-Tack turns. Be especially careful as to at what wind angle, and in what direction, you do a Preset-Tack turn! The Preset-Tack turn should initially be tested out in light to moderate winds and calm seas, in order to understand how it works on your boat.
- 168 -
Advanced Operations
Multiple Control Heads & Auxiliary Controllers

Two additional Control Heads or Auxiliary Controllers may be added to the standard P Series system. These may be any combination of Control Heads, CR-203 Handheld Remotes, and TS-203 Fixed Remotes. Only one Control Head or Auxiliary Controller may be In-command at any given time. When the autopilot system is first powered on, the main Control Head (connected to J11 of the SPU), will always be In-command. The other Control Heads and/or Auxiliary Controllers are said to be Repeaters. As a Repeater, the unit simply repeats the display information from the In-command unit, but does not affect the operation of the autopilot. You can always tell whether a particular unit is a Repeater, because it will display a large letter `R in the upper right corner of the display. Command can be transferred from an In-command unit to a Repeater. To do so, press and hold the PORT and STARBOARD buttons on the Repeater until the audible alarm beeps and the `R disappears. The Repeater now becomes the In-command unit, and the previous unit becomes a Repeater.
Station Lock/Unlock
Setting the Station Lock parameter in the Standby menu to Lock prevents any of the Repeaters from being able to take command. When the parameter is set to Lock, a key icon will be shown in the upper right corner of the display (to the left of the `R on Repeaters).
Figure 119 Station Lock Icon on In-Command (left) and Repeater Auxiliary Control Head (right)
The key icon will either be outlined or filled-in. The unit In-command will display an outlined key icon. Repeater units, except for the main Control head, will display a filled-in key icon, indicating that they are locked out and so cannot take command. The main Control Head always shows the outlined key icon, even when it is a Repeater, because you can always take command back with the main Control head. The ability to take command unconditionally at the main Control head is an important safety feature.
Important! If your P Series system is equipped with Jog Steering Controls, you
must be aware that they can be activated any time the autopilot is turned on. They can not be locked out. Ensure that appropriate measures are taken to ensure that they cannot be activated by accident.
- 169 -
Advanced Operations
Watch Alarm & External Alarm

The Watch Alarm is a special timer that is built into the P Series autopilot. It measures how long it has been since any of the buttons on the Control Head have been pressed. If the time exceeds the amount set for the Watch Alarm parameter in the Standby menu, an alarm is set off, to alert the helmsman & crew. The External Alarm output from the SPU is meant to be used to drive some type of audible or visual indicator outside the SPU a buzzer or horn, a red light, etc. when the SPU detects an error condition that boats helmsman &/or crew should be alerted about.
Configuring the Watch Alarm

There are two ways that the Watch Alarm feature can be configured: 1) When the Watch Alarms timer expires, an alarm message will appear on the Control Head, and the audible alarms on the Control Head & in the SPU will turn on. To use the Watch Alarm this way, the Alarm O/P parameter in the Dockside Setup menu (see below) must be set to none, Swd B+ & all, or Swd B- & all. 2) The Watch Alarm operates exactly in the same manner as above, but in addition, if the alarm is not reset (by pressing the Fn button) within 30 seconds, an external alarm connected to the SPU will be activated. The external alarm can be used to alert the whole ships crew that the helm may be unattended. To use the Watch Alarm this way, the Alarm O/P parameter in the Dockside Setup menu must be set to Swd B+ and Watch, or Swd B- and Watch. You must also have a compatible external alarm connected. See External Alarm Output on page 76 for more details.
Configuring the External Alarm

The value of the Alarm Output parameter in the Dockside Setup menu controls which outputs from the J2 DRIVE OUTPUTS connector will be used to activate the external alarm. 1) In Dockside Setup, highlight the Alarm O/P menu line, and use the COURSE CHANGE knob to select the Alarm O/P that you want to use.
Figure 120 External Alarm Configuration
When set to None, the external Alarm Output is deactivated. When Set to Swd B-, the Switched B- output on J2 will be used to activate the External Alarm (wired per Figure 58 or Figure 60 in the Installation chapter). When Set to Swd B+, the Switched B+ output on J2 will be used to activate the External Alarm (wired per Figure 59 or Figure 61).
- 170 -
Advanced Operations
2) Press the Fn button. A new screen will appear. This is where you choose whether you want to activate the External Alarm Output for all alarms and error messages, or just when the Watch Alarm has not been answered.
Figure 121 External Alarm Type Configuration
Note: the autopilot will not allow you to change the Alarm O/P without choosing either Watch or All.
3) Press the Fn button to get back to the Dockside Setup menu. You can now move the highlight to a different parameter.
Using the Watch Alarm

Once the Watch Alarm occurs, it can only be reset by pressing the Fn button. The Watch Alarm timer is controlled by the Watch Alarm parameter in the Standby menu. The value may be adjusted from OFF (Watch Alarm completely inactive) to 30 minutes, in 1-minute increments. The Watch Alarm parameter is password protected. The autopilot will not allow you to change the Watch Alarm timer without first correctly entering a password. There are a few key points to remember about passwords: 1) For safety reasons, only authorized personnel should be allowed to know or change the Watch Alarm password. 2) The password consists of a button sequence entered on the Control Head, from 0 to 10 button presses in length. We recommend choosing a password with at least a 5-button sequence. 3) All of the buttons, except the STANDBY button, may be used for the password sequence, and a button may be used more than once in the sequence. 4) The STANDBY button is reserved to signify the end of the sequence (like the ENTER key on a computer). 5) The autopilot is shipped from the factory with a null password just press the STANDBY button when prompted for the password. 6) Once you have created a password, test it out to be sure it works. Then write it down on a piece of paper or in a log book, and store the paper/logbook somewhere safe in case you forget the password!
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Advanced Operations
Changing the Password

As mentioned above, the autopilot is shipped from the factory with a null password which means that you would simply push the STANDBY button, when prompted by the Password? query in the box that pops up when you try to change the Watch Alarm Timer (see next page). To prevent unauthorized personnel from tampering with the Watch Alarm, it is recommended that you change the password from the default null password. You may also wish to change the password on a regular basis, for security reasons. To change the password, enter the old password when prompted, but instead of pressing the STANDBY button to enter/confirm the password, press the Fn button at the same time as you press the STANDBY button. The autopilot will respond with a New Password? query:
Figure 122 New Password Pop-Up Window
Now enter a new button sequence, finishing with the STANDBY button. Once the STANDBY button has been pushed, the autopilot will store the new password sequence in its memory and the pop-up window will disappear.
Important! Be sure to record the new password sequence in a secure place, in

case it is forgotten!
The password can be changed as often as desired.
When you are entering a password either when changing it, or to change the Watch Alarm timer there is no way to do a backspace or delete, if you happen to press a wrong button. But you can just press the STANDBY button, which will result in a Password Error message; you can then enter the correct password. If you have forgotten the password, and can not find the piece of paper you wrote it down on ( the safe place was too safe ), you can reset it back to the factory default null password, as follows:
In Dockside Setup, move to the Reset menu line, then press & hold the STANDBY
button, and then press & hold the Fn button, then release both. Unlike the full factory reset that the Reset menu line is usually used for (and only when absolutely necessary see below & page 87!), the STANDBY & Fn combination resets only the Watch password.
Be careful not to press the Fn button first! If you do that, you will reset everything in the autopilot back to the factory defaults which means that you will have to re-do Compass & Drive Setup, and again change any parameters you have adjusted (Rudder Gain, etc.) from the factory defaults, during Sea Trials & normal operation.
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Advanced Operations
Entering the Password

When you attempt to change the Watch Alarm timer, (highlight Watch Alarm in the Standby menu, then turn the COURSE KNOB in either direction), the Control Head responds by showing a special pop-up box on the LCD screen with the query Password?
Figure 123 Password Query Pop-Up Window
Now enter the password by pressing each button in the sequence. An asterisk (*) will appear on the screen as each button is pressed. Complete the sequence by pressing the STANDBY button. If the sequence is correctly entered, the pop-up box will disappear, and you will be able to use the COURSE KNOB to change the value of the Watch Alarm timer. If the sequence was not correctly entered, Password Error is displayed. Try entering the password sequence correctly! again.
The pop-up box will remain until the correct password sequence is entered, or the Standby menu times out, or you exit it with a double-press of the STANDBY button, or you press and hold the STANDBY button to shut the autopilot off.
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- 174 -
Care & Maintenance
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- 176 -
Care & Maintenance
Care & Maintenance

The Commander P2 and Commander P2VS Autopilot Systems have been designed to provide many years of reliable service. Periodic care and maintenance will help to ensure the longevity of your autopilot.
Cleaning and Appearance

Both the Control Head and SPU should be carefully cleaned with a damp cloth and mild soap. This is particularly important for the LCD screen overlay.
Do not use abrasive cleaners or chemicals.

The Control Head is designed to be weatherproof and splash resistant, but it should not be immersed in water for a prolonged period of time. Environments exceeding a maximum temperature of 140 F (60 C) or below a minimum temperature of 5 F (-15 C) MUST BE AVOIDED. Exposure to prolonged direct sunlight should be avoided in order to prevent damage to the electronics and housing, and UV-induced fading of the LCD.
Periodic Checks
After the first six months of operation a thorough examination of the entire Autopilot system MUST BE UNDERTAKEN.
Electrical & Mechanical Checks

All electrical connections, cables, clamps, mounting brackets, and mechanical connections (e.g., the Rudder Follower Units connection to the rudder post) must still be secure. An ANNUAL inspection should be undertaken thereafter.
Hydraulic Checks
It is unfortunate but true that no hydraulic system is always trouble-free! Hydraulic oil under even mild pressure can find its way through any weak spot often holes too small to see with the naked eye. And so, regular inspection & maintenance is always needed. In particular, all hydraulic pumps, hoses, fittings & joints must be regularly inspected for leakage, cracks or loose mounting, and for correct tightness of all the fittings & joints. A very good, yet easy, test for leaks is to check the oil level at the reservoir (or the highest helm pump in your steering system). If the level constantly goes down, there are quite probably some leaks in the system; the most likely culprits are the hoses, joints & fittings.
Manual Steering Operation

The most basic check is to see if your manual steering system is working. Be sure to test it at each steering station on the boat, one at a time. 1) Check that when turning the helm to Starboard, the rudder actually moves so as to turn the boat to Starboard. 2) Check that when the helm is turned to Port, the rudder moves to turn the boat to Port.
Air Trapped in the Hydraulic System

Following the initial installation and bleeding of a hydraulic pump or after repairing a leaking hose/fitting/etc. some residual air may remain suspended in the hydraulic oil. During the first few weeks after installation or repair, this air will gradually bleed out through the header tank or the highest helm pump, and as a result the hydraulic fluid level may go down. Check the fluid level several times during this period, and add more oil as required.
Document PN 29010074 V4.0 - 177 -
Care & Maintenance
Fuse Replacement
There are two fuses used on the SPU. Replace fuses only with the same type and rating, as per the table below.
Should a fuse blow, determine the cause before replacing!

To replace a fuse, the clear plastic cover over the SPUs Diagnostic section must be removed. To do so, gently pry up the center portion of the plastic rivets which fasten the cover to the SPUs case; be careful not to lose any of the plastic pieces. After the fuse(s) are replaced, the cover must be re-installed, and remain in place during normal operation.
Designator
ComNav Part Number
Generic Description Manufacturer(s) & Part Number(s)

3.15 A Medium Time Delay, 125V or better, 5 x 20mm (DIN 41571, IEC 127))
F1
60810012
Bussman GMC 3.15A
20A, Non-Time Delay, 125V, x 1- F2 60810009
Bussman ABC-20
Table 10 Fuse Replacement Guide
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Appendices
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Appendices
- 180 -
Appendices
Appendix 1
Interfacing to a PC
The P Series SPU can be connected to a desktop or laptop Personal Computer, for Navigation control & monitoring purposes, using the J9 NAV I/O connector (see Navigation Data on page 79). The PC would typically be running a Navigation program (e.g., programs from Fugawi, Jeppesen/Nobeltec, Rose Point Navigation, or similar), and/or Hyperterminal or some other dumb terminal program. For best results, connections to a PC should be done with a suitable RS-422 electrical interface. The interface can be either on a dedicated add-in board, or via an external convertor box; typically, the latter convert between RS-422 and either RS-232, or to USB, so that the signals may be connected to the PCs standard serial COM or USB ports (see the next section for more details on using these types of PC ports). Various brands of RS-422 interface boards and convertor boxes are available; contact your ComNav Dealer for details.
PC COM Ports
It is also sometimes possible to wire the standard serial I/O ports on a PC directly to the SPUs J9 NAV I/O connector. These PC serial ports commonly referred to as COM ports always use RS-232 signal levels. Connecting a PCs COM port directly to J9 mixes the RS-232 electrical levels of the COM port with the RS-422 levels of the SPUs NMEA 0183 NAV port. In general, doing this is not recommended but it does work well in many cases. However, it should be noted that there is some risk of increased electrical noise in the autopilotPC system, due to the use of the COM ports Signal Ground as the `B signal which may create a partial ground antenna effect in the system wiring.
Note: should you encounter any problems, RS-422 RS-232 convertors are available or, even better, RS-422 USB convertors. Contact your ComNav Dealer for details.
PC COM ports typically use a DE9 male (a pin type, aka DE9-P) connector; older PCs (especially desktops) may use a DB25 (aka DB25-P) connector instead.
42
Laptop PCs usually have only one COM port. Desktop PCs sometimes have 2 (or more) COM ports, although newer models usually only have one COM port. It is possible to add COM ports to most desktop PCs, by adding a suitable COM Port Expander card. Many newer PCs desktops & especially laptops do not have a real COM port. Instead, they only have one or more USB ports. For such PCs, an external convertor (a USB COM Port, aka USB Serial Adapter) will be required. These convertors typically have a USB A size plug at one end, and a DE9 male connector at the other end. They come with driver software to allow application programs to access the USB ports as virtual COM ports Most brands of these convertors should work fine. A number of different ones have been tried at ComNav, all with success.
42
These connectors are often referred to as DB9, but that is technically incorrect. The letters B & E designate the shell sizes; a B shell is much bigger than an E shell it can hold up to 25 pins, compared to 9 or 15 pins in an E shell. - 181 -
Appendices
DE9 Connection
To connect to a PC serial port (or to the DE9-P end of a USB-to-Serial adapter), connect the wires from J9 to a DE9 female connector (a socket type, aka DE9-S) as follows:
Figure 124 Connection to a PC with a DE9-S Connector
DB25 Connection
If the PC has a DB25 COM port connector, connect the wires from J9 to a DB25 female connector (aka DB25-S) as follows:
Figure 125 Connection to a PC with a DB25-S Connector
Note: none of the other RS-232 signals that are normally available on PC COM ports (& sometimes used by the ports &/or equipment connected to them), such as the status & flow control signals (RTS, CTS, DSR, DCD, etc.), can be connected to the SPU. You must also set the COM ports Baud Rate to 4800, and the serial format to 8 data bits, no parity, one Stop bit. Please also keep in mind the data bandwidth considerations discussed in Bandwidth of an NMEA Compass Connection on page 95.
- 182 -
Appendices
D Connector Pinouts
The figure below shows the pin-numbering scheme for a PC COM ports DE9 & DB25 connectors. This figure can be looked at in two ways:
It is the view from the outside of the PC, looking at the pins of the male connector (DE9-P or DB25-P) in the PC, typically located somewhere on the back panel of the PC. It is also the view of matching female connector (aka a socket type a DE9-S or a DB25-S) when looking at the back i.e., wire side of that connector, on the cable that plugs into the PCs male connector.
Figure 126 DE9 & DB25 Pin Numbering
Note: older PCs may have another DB25 connector but it is a female type (DB25-S), and is the Parallel Printer (aka LPT) port.
- 183 -
Appendices
- 184 -
Appendices
Appendix 2
NMEA 0183 Sentences Accepted and Transmitted by the Autopilot
P Series Autopilot Systems receive and transmit serial data in NMEA 0183 format, in compliance with Version 3.00 of the NMEA Standard.
Sentences Accepted
The autopilot accepts the following NMEA 0183 sentences, from NMEA Talkers:
Sentence
*APA
Description
Autopilot Sentence A
Data Used
Cross-Track Error, Arrival Status, Bearing from Origin to Destination, Waypoint ID Cross-Track Error, Bearing from Origin to Destination, Waypoint ID, Course to Steer Bearing from Origin to Destination, Waypoint ID Range to Destination Latitude, Longitude Magnetic Heading, Magnetic Variation Magnetic Heading True Heading Course to Steer Wind Angle, Wind Speed Speed Cross-Track Error, Waypoint ID, Range to Destination, Bearing from Origin to Destination, Arrival Status Speed, Magnetic Variation Speed Speed Speed Wind Angle, Wind Speed Wind Angle, Wind Speed Cross-Track Error
*APB *BOD *BWC *GLL *HDG *HDM *HDT *HSC *MWV *RMA *RMB *RMC *VBW *VHW *VTG *VWR *VWT *XTE
Autopilot Sentence B Bearing Origin to Destination Bearing & Distance to Waypoint Geographic Position (Latitude & Longitude) Heading, Deviation & Variation Heading, Magnetic Heading, True Heading Steering Command Wind Speed & Angle Recommended Minimum Specific Loran-C Data Recommended Minimum Navigation Information Recommended Minimum Specific GNSS Data Dual Ground / Water Speed Water Speed & Heading Course Over Ground & Speed Apparent Wind Speed & Angle True Wind Speed & Angle Cross-Track Error
Table 11 NMEA 0183 Sentences Accepted by the Commander P2
The `* in front of the sentences indicates that the Talker Identifier is always ignored. All sentences can have checksums, or not. Sentences which have invalid checksums will be ignored.
- 185 -
Appendices
Sentence & Data Priority

A number of the various data values used by the autopilot can be received in one or more different sentences. For example, Boat Speed can be received in VTG, VHW, VBW, RMA or RMC. If a particular data value is received in more than one sentence, then the value in the highest-priority sentence will be the one used by the autopilot.
An item of data will be taken from the sentence without a checksum only if the data is not found in any sentences with a valid checksum even if the no-checksum sentence is of higher priority, per the table below than the with-checksum sentence(s). In some cases, if the invalid-checksum condition persists long enough, an INVALID CRS DATA, SPEED DATA, &/or HEADING error will occur (see page 196).
It is also worth noting that the names of some sentences reflect the data (or else just the main data) in that sentence. For example, the BOD sentence contains Bearing Origin to Destination data. But that does not always mean that those named sentences are the only source for that data for example, BOD data could also come from the APB sentence.
Sentence Priority
(higher to lower)
Sentence
*MWV *VWR *VWT *GLL *RMC
Data Used
True or Apparent Wind Angle & Speed Apparent Wind Angle & Speed True Wind Angle & Speed Latitude & Longitude Latitude & Longitude, Boat Speed, Magnetic Variation Latitude & Longitude, Boat Speed Cross-Track Error, Arrival Circle Entered, Bearing Origin to Destination Magnetic or True, Waypoint ID, Bearing Present to Destination Magnetic or True, Heading to Steer Magnetic or True Cross-Track Error, Waypoint ID, Range , Bearing Present to Destination True, Arrival Circle Entered or Perpendicular Passed at Waypoint Heading to Steer Magnetic and True Cross-Track Error, Arrival Circle Entered, Perpendicular Passed at Waypoint, Bearing Origin to Destination Magnetic, Waypoint ID
1 2 3 4 5
6 7
*RMA *APB
*RMB
9 10
*HSC *APA
- 186 -
Appendices
Sentence Priority
(higher to lower)
Sentence
*XTE *BOD *VBW *VHW *VTG *BWC Cross-Track Error
Data Used
11 12 13 14 15 16
Bearing Origin to Destination Magnetic & True, Waypoint ID Boat Speed Boat Speed Boat Speed Bearing Present to Destination Magnetic & True, Distance to Waypoint Nautical Miles, Waypoint ID (Bearing & Distance are on a Great Circle) Magnetic Heading, Magnetic Variation True Heading Magnetic Heading
Table 12 - NMEA Sentence Priority
17 18 19
*HDG *HDT *HDM
The different units of Wind Speed (Knots, m/s & Km/H) present in these sentences are all used in Wind calculations by the autopilot. Magnetic Variation (for setting a Course, but not for Heading) is calculated from the True & Magnetic values in these sentences. The units of Boat Speed (Knots & Km/H) are present in these sentences, but do not matter to the autopilot, since all displays & functions related to Boat Speed are used without units. If both Knots & Km/H values are present in the sentence (in the case of VTG, VHW, VBW only, since the speed values in RMA & RMC are always in Knots), the Knots value is used. If the VBW sentence is being used, the Longitudinal Water Speed value (in Knots) from it is used for Boat Speed. The Speed values in RMA, RMC & VTG are Speed Over Ground; the others are relative to the water. Magnetic Variation from this sentence is used only for Heading, not for Course.
Note: the VWR, VWT, APA & HDM sentences are classified as not recommended for new designs in NMEA 0183 Version 3.00. However, they have been included in the P Series accepted list to allow use with existing equipment that might still use them.
- 187 -
Appendices
Sentences Transmitted Heading & Status

In normal operation, the P Series SPU outputs NMEA 0183 formatted data at 4800 Baud, on the OUT A & B pins of the SPUs J9 NAV I/O connector. This data may be used by NMEA 0183 Listeners, or may be used to observe & record the autopilots operational data for diagnostic purposes, while the system is running. The sentences output by the P2 are:
HDG (Heading, Deviation & Variation) output 9 times per second. HDM (Heading, Magnetic) or HDT (Heading, True) output 9 times per second. Which one is being put out depends on the type (Magnetic or True) that the autopilot is currently using for the source of Heading. If the source is NAV1 or NAV2, it also depends on the setting of the NMEA Heading Type parameter.
HTD (Heading/Track Control), or PCMNS (ComNav-proprietary Status sentence, see below) output once per second. HTD is output for all Vessel Types, except sailboats; PCMS is output for sailboats only.
The Talker Identifier is AP, in all cases. All sentences have valid checksums.
The P2VS is the same, except that it never outputs HTD instead, it always puts out PCMNS, for all Vessel Types.
Heading Output
Here is one second of typical Heading output, on a P2VS system equipped with an RFU. The boats current Heading is ~347 Magnetic, from an Analog compass.
$APHDG,346.5,,,,*5C $APHDM,346.5,M*37 $APHDG,346.6,,,,*5F $APHDM,346.6,M*34 $APHDG,347,,,,*46 $APHDM,347,M*2D $APHDG,347.1,,,,*59 $APHDM,347.1,M*32 $APHDG,346.7,,,,*5E $APHDM,346.7,M*35 $APHDG,346.9,,,,*50 $APHDM,346.9,M*3B $APHDG,347,,,,*46 $APHDM,347,M*2D $APHDG,346.7,,,,*5E $APHDM,346.7,M*35 $APHDG,346.9,,,,*50 $APHDM,346.9,M*3B
- 188 -
Appendices
Status Output
PCMNS is an NMEA proprietary sentence i.e., a sentence that can be output only by 43 ComNav equipment . It carries autopilot status information, as follows:
Field # 1 a b c d 2 3 4 5 6 7 8 9 10 11 e f
Example
CMN
S,
AP, 347, 346.1, M, 0.6, 0.3, 347,
W,
03
The fields in this sentence are as follows (fields 1 10 are separated by commas, as shown): 1) The sentence lead-in: a) $ is the symbol that starts all NMEA 0183 Proprietary sentences b) P identifies a proprietary sentence c) CMN is the Manufacturer Mnemonic assigned to ComNav Marine Ltd. d) S identifies this as a status sentence 2) Mode: SB STANDBY mode, PS POWER STEER mode, AP AUTO mode, NA NAV mode 3) Commanded Heading or Wind Angle, in degrees: 347 4) Actual Heading or Wind Angle, in degrees: 346.1 5) Type of Heading (M Magnetic, T True) or Type of Wind Angle (A Apparent, T True) 6) Commanded Rudder Angle: 0.6 7) Actual Rudder Angle: 0.3 8) ALC-corrected Heading: 347 (field is blank if ALC is not active) 9) W indicates that WIND or WORK mode is active (field is blank if mode not active) 10) L indicates that ALC is active (field is blank if ALC is not active, or if WIND mode is active) 11) Checksum: e) * is the checksum delimiter f) Checksum, as per NMEA 0183 Standard Here are some examples of typical PCMNS outputs, on the same P2VS system as above.
In AUTO mode, with ALC on, & a Commanded Heading of 347 :

$PCMNS,AP,347,346.7,M,5.1,0.3,347,,L*50
In WIND mode (the Vessel Type is set to Sail), with a Commanded Wind Angle of 89 Starboard, and the current wind angle 89 Apparent, Starboard:
$PCMNS,AP,89,89,A,5.1,0.3,,W,*6F
In WORK mode (the Vessel Type is set to Stern), with ALC On, & a Commanded Heading of 347 :
$PCMNS,AP,347,347,M,0.3,0.3,347,W,L*18
When the autopilot powers up, a start up variant of PCMNS is output (& repeated several times), showing the version number & timestamp of the SPU firmware:
$PCMNS,ST,P2VS_SPU 1.00 Aug 27/2009 11:41:11*42
When the autopilot is powered up in Dockside Setup, another variant of PCMNS is output, & repeated until Dockside Setup is exited:
$PCMNS,FS,,,M,0,0.3,,,*2A
43
in theory or at least by equipment which conforms to the NMEA Standard! - 189 -
Appendices
Configuration Save & Restore

You can save most of the autopilots system configuration on an external device typically a PC running HyperTerminal, set to capture text to file. This is done with PCMNC proprietary sentences transmitted on the OUT A & B pins of the SPUs J9 NAV I/O connector. These sentences can also be sent back to the autopilot (via J9, on the IN 1A & B pins) from a PC, using HyperTerminals send text file function. This allows the configuration to be restored at any time you want to for example, if a brand new system is installed for any reason, or if you want to have different configurations for different usage of the boat.
Not all of the configuration can be restored. For safety reasons, the configuration of the drive system can not be restored so you will have to repeat the Drive Setup procedure.
As well, the file stored on the PC is a plain ASCII text file, and so can be edited with any plain text editor, if you wish to change anything in the autopilots configuration &/or parameters. The full set of configuration sentences is listed in the following table. The Configuration line in the Dockside Setup menu is how you use the Save/Restore Configuration feature:
Idle is the default value no transfer in either direction. Rx begins the Restore process. Then, when you press the Fn button, a script will guide you through the steps of sending ComNav configuration sentences to the SPU. Tx begins the Save process. When you then press the Fn button, output of the configuration sentences will begin.
A Save can also be initiated from the PC: send a PCMNS with a START ID to
the SPU, when Configuration is Idle.
See Appendix 1 for details on wiring, Baud rates, etc.
All PCMNC sentences are structured in accordance with the NMEA standard format: $PCMNC,id,field,data,field,data,*<Checksum> Each sentence starts with $PCMNC, followed by the sentences ID, then the associated field names & data values, and then an NMEA checksum; commas separate the ID, fields & values, and the checksum. All the sentences in the table below are output during a Save sequence, with all fields (in the order listed) and data values. Note that some fields are in pairs shown as Field 1 & 2 below; if theres only one field for a particular item, then Field 2 is shown as . The table lists all possible values for each field; numerical field values are shown as the range of allowable values, or as x or x.y, with the implicit units of the value in parentheses where applicable. In a Restore sequence, the sentences, and their fields & data, can be input in any order; sentences &/or fields can be skipped, if desired. Here is an example of a PCMNC save output, on a P2VS system equipped with an RFU and a 45 Compass Transducer:
$PCMNC,CMPS,NV2,0,0,0,0,0,NAV,DONE*31 $PCMNC,CMPS,NV1,0,0,0,0,0,NAV,DONE*32 $PCMNC,CMPS,DIG,25,1702,1785,7853,7848,FIX,DONE*6D $PCMNC,SYS,VER,1.00,2,VSL,STRN,AOP,NONE,TYP,NONE*17 $PCMNC,USR,HS,DIG,TN,1,WT,0,ZG,60*79 $PCMNC,AUTO,LP,8,3,A,8,HP,5,3,A,5*74 $PCMNC,AUTO,TC,2,PD,0,SP,10,*5F $PCMNC,NAV,NAV1,LMT,0.25,MAX,60,AUTO,BOTH,DIR,N*73 $PCMNC,WIND,FT,0.2,TA,0.50,0.50,PR,100,SR,NAV2,A*58 $PCMNC,WIND,TP,45,60,90,120,160*65 $PCMNC,WORK,TRM,OFF,TPT,2,SCL,1*75 $PCMNC,END*
Document PN 29010074 V4.0 - 190 -
Appendices
ID
CMPS
Field 1
NON, ANA, DIG, NV1, NV2, NM1, NM2 x.y (degrees)
Field 2
Description
Compass Source Required
Notes
Offset of the selected Compass Source
Required
This & the next 5 fields must follow the source field in the same order listed here.
0 255 0 255 0 255 0 255 NONE, MAG, CNF, FIX, FLT, HRS, NAV NONE, DONE SYS VER x VSL
Compass sine gain Compass cosine gain Compass sine offset Compass cosine offset Compass Type
Required
x.yy DSPL, SEMI, PLAN, STRN, SAIL, LRGB NONE, SWB+, SWBWATCH, ALL NONE, ONOFF, PROP x.y (no units) x (percent) x (percent) 13 ONOFF, PROP x.y (no units) x (percent) x (percent) 13 ANA, DIG, NV1, NV2, NM1, NM2
Compass compensation status Version number SPU Model Vessel Type
Optional Output only 2 = P2 or P2VS, 3 = P3 LRGB is only valid for P3
AOP EXT TYP TPT MIN MAX SCL THRUST TYP TPT MIN MAX SCL USR HS
External alarm setting External alarm type Thruster Type Thruster Speed Trip Point Minimum thruster output Maximum thruster output Thruster Gain Thruster Type Thruster Speed Trip Point Minimum thruster output Maximum thruster output Thruster Gain Heading Source Not present if TYP = NONE Not present if SYS/TYP = NONE Not present if AOP = NONE
- 191 -
Appendices
ID
Field 1
TN
Field 2
1-5
Description
Default Turn
Notes
0 = Circle 1 = U-Turn 2 = M.O.B. 3 = Dodge (only valid for P3) 4 = Fishzag 5 = Pretack
WT ZG AUTO LP x x x or A x.y HP x x x or A x.y AUTO TC PD SP xx.x (no units) NAV NAV1, NAV2 LMT MAX HUSH, MANU, AUTO XTE, CTS, BOTH DIR WIND FT TA x.y (degrees) x.y (degrees) PR
xx (seconds) xx (minutes) xx xx NAV1, NAV2, VANE x.xx (no units) x.yy (degrees) N, R 0.2 20 (minutes) x.y (degrees)
Watch Alarm Time Fishzag Time Lo Steering Parameters: Rudder Gain Counter-Rudder Sea State Turn Rate Hi Steering Parameters: Rudder Gain Counter-Rudder Sea State Turn Rate Time const for large boat steering Counter helm for large boat steering Speed Source Hi-Lo Trip Point NAV Source XTE Limit Maximum XTE course correction Handling of the waypoint arrival state NAV steering correction method XTE Sense Wind Alarm Delay Tack alarm xte limits PORT tack limit STBD tack limit Preset Tack Angle Optional not valid on P2 or P2VS not valid on P2 or P2VS
- 192 -
Appendices
ID
Field 1
SR
Field 2
NAV1[,T], NAV2[,T], VANE OFF, AUTO xx.y (no units)
Description
Wind Source Wind-tack points: Tack Close Reach Beam Reach Broad Reach Gybe Hold Auto-trim configuration for WORK mode WORK mode speed trip point WORK mode rudder scale
Notes
if `T is omitted, wind is assumed to be Apparent
WIND
TP x.y (degrees) x.y (degrees) x.y (degrees) x.y (degrees) x.y (degrees)
WORK
TRM TPT SCL
END
End of the configuration. When this ID is received during an Rx transfer, the Vessel Configuration will return to Idle Start of the configuration. When this ID is received while in the Dockside Setup menu, if Configuration is not Rx, a Tx transfer to the NAV1 port will start automatically.
This does not ever initiate an Rx transfer, however.
START
Table 13 Configuration Save & Restore Sentences
- 193 -
Appendices
- 194 -
Appendices
Appendix 3
Error Messages
There are a number of different error messages in the P Series autopilot system. These messages are displayed on the Control Head screen, and are usually accompanied by an audible alarm.
Critical Errors
The following messages indicate a serious problem. Operation of the autopilot cannot continue until the problem is resolved.
Message
Description
One or more of the auxiliary Control Heads or Handheld Remotes connected to the SPU can not be used in the P Series system. Typically, this is caused by using Heads or Remotes with firmware versions that are too much older than the SPUs, and hence incompatible with it. Contact your ComNav Dealer for a Firmware Upgrade. Battery voltage has risen above ~40 VDC. Check all wiring and charger systems. The main Control Head is not responding to the SPU. Check all wiring. Fuse F2 on the SPU has blown. This fuse supplies current to the drive outputs. Check all wiring and verify that all output loads (solenoids, pump motors, etc.) are within the specifications given for the SPU. Replace the fuse with the same type only. The autopilot has detected that the battery supply voltage is less than ~10 VDC, which is too low to continue safe operation. Check all wiring and the battery(ies). The autopilot has detected a problem in its program memory. Return the unit to your ComNav Dealer for repair. The autopilot cannot detect the presence of a Rudder 44 Follower Unit . Check all RFU wiring. If no faults are found, the RFU may be defective. Contact your ComNav Dealer for repair advice or replacement.
Table 14 Critical Error Messages
AUX.STATION ERROR
BATTERY TOO HIGH FAULTY HEAD
FUSE F2 FAULTY
LOW BATTERY
ROM ERROR
RFU NOT FOUND
44
This message does not apply to P2VS systems running with the VFRU feature active. - 195 -
Appendices
Severe Errors
The following messages are severe errors. Typically, these messages describe a condition that prevents normal operation in the current mode, but operation in other modes may still be possible. These error messages may be temporarily suppressed by pressing the Fn button. They are automatically cancelled when the condition that caused them is removed.
Message
COMPASS ERROR FAULTY AUX #1 FAULTY AUX #2
Description
The autopilot cannot read the Analog compass specified in the Standby menu. Check compass wiring. The SPU has detected a problem in communicating with the Control Head connected to J12 AUX1 (or J13 AUX 2). Check all wiring. The SPU circuitry has become too hot, typically due to excessive current demands. Check all wiring and verify that all output loads (solenoids, pump motors, etc.) are within the SPUs specifications. Check that the SPU has adequate ventilation. Valid NMEA Course data has not been received at NAV1 or NAV2 for ~28 seconds. Valid NMEA Speed data has not been received at NAV1 or NAV2 for ~28 seconds.
HIGH TEMPERATURE
INVALID CRS DATA INVALID SPEED DATA
Check that the Navigation System sending the data is turned on, and configured & functioning properly. Check the wiring between the system and the SPU.
If an Analog Compass is selected as the Compass Source in the Standby menu, this message indicates that the signals from the compass are faulty. Check the wiring between the Compass and the SPU. INVALID HEADING If an NMEA 0183 Compass or other source of Heading data (NAV1 or NAV2 in the Standby menu) is selected as the Compass Source, this message indicates that no valid Heading sentences have been received for ~3 seconds. Check that the device is turned on and functioning properly. Check the wiring between the device and the SPU. The SPU has not been able to detect, for ~32 seconds, at the Nav Source specified in the Nav menu, the NMEA 0183 navigation information it needs to operate in NAV mode. The SPU has not been able to detect, for ~32 seconds, at the Speed Source specified in the Auto menu, the NMEA 0183 Speed data it needs to operate in AUTO or WORK mode.
NO NAV DATA
NO SPEED DATA
Check that the device sending the data is turned on and functioning properly. Check the wiring between the device and the SPU.
Table 15 Severe Error Messages
- 196 -
Appendices
Warnings
The following errors are warnings. Operation of the autopilot continues normally. The error messages may be temporarily suppressed by pressing the Fn button. Most are automatically cancelled when the condition that caused them is remedied.
Message
Description
The boat is in AUTO, WORK or NAV modes, and has been off the Commanded Heading by more than 20 for more than ~32 seconds. Or, it is in WIND mode, and the angle of the wind has been more than 20 different than the Commanded Wind Angle, for more than ~32 seconds. Adjust steering parameters to correct this condition. The system has detected a non-fatal error in the non-volatile memory in the SPU. Contact your ComNav Dealer for repair service at your earliest convenience. The system previously detected an auxiliary Control Head connected to J12- AUX 1 (or J13- AUX 2), but cannot detect it now. Check all wiring. The button just pressed is not valid at the current time. The Control Head currently plugged in to the Main Head connector (J12- CONTROL HEAD) is running firmware that is older than (although still usable with) the SPUs firmware. The Heads firmware should be upgraded to match the SPUs, as soon as possible. The measured rate of turn of the boat has exceeded the Turn Rate set in the Auto menu. The measured rate of turn of the boat is much lower than the Turn Rate set in the Auto menu. The watch alarm timer has timed out. Press the Fn button to reset the timer. The Navigation System used in NAV mode has informed the autopilot that the boat has entered the arrival circle around the active waypoint. The autopilot has detected that the wind has shifted by more than the Wind Shift value in the Wind menu, for a period of time exceeding the Wind Shift Delay set in the Wind menu. The Wind Speed is less than about 3 Knots. Or, when using an NMEA source, there has been no wind speed &/or direction data for ~2 seconds. The Cross-Track Error limit set in the Nav menu has been exceeded. Adjust the Nav menu parameter, if desired. Check if XTE Sense in the Nav menu is set correctly. The SPU has detected (during power-on) that one of the parameters stored in its non-volatile memory is out of range, and has reset the value to the factory default. Press the Fn button to clear the warning.
Table 16 Warning Messages
COURSE ERROR
EEPROM ERROR
NO AUX #1 NO AUX #2 INVALID COMMAND
SPI ERROR
TURN RATE HIGH TURN RATE LOW WATCH ALARM WAYPOINT ARRIVED
WIND SHIFTED
WIND SENSOR ERROR
XTE OVER LIMIT
DATABASE CHANGED
- 197 -
Appendices
- 198 -
Appendices
Appendix 4
Auxiliary Head / Remote Power On
The P Series SPU is shipped from the factory configured so that power can only be turned on or off from the main Control Head. The main Control Head is designated as that which is plugged into the SPU receptacle labelled "J11 - CONTROL HEAD. However, the SPU can also be configured so that it can be turned on or off by a Control Head plugged into the receptacles J12 AUX 1 or J13 AUX 2. The following instructions detail how this is accomplished. 1) Remove the wiring cover from the SPU and unplug all wiring connectors. 2) Remove ten sheet metal screws around the edges of the SPU. These screws secure the top portion of the SPU enclosure. 3) Lift the top portion of the SPU enclosure off and set it aside. The top of the printed circuit assembly will be visible. 4) On the lower right side of the printed circuit assembly are two right-angle pin headers. They are labelled JP1 and JP2. On each header is a shorting shunt. 5) Change the position of the shunts as shown in the pictures below. JP1 determines whether power can be turned on from the Controller attached to J13 Aux 2, while JP2 determines whether power can be turned on from the Controller attached to J12 Aux 1.
Figure 127 JP12 & JP13 in Factory Default Position (left) and After Moving Shunts (right)
6) Replace the SPU enclosure top and secure it with ten sheet metal screws. 7) Replace all wiring plugs and the wiring cover. You will now be able to turn on power from the auxiliary heads simply by pressing the STANDBY button. Note that the SPU always powers on in STANDBY mode, with the main Control Head in command, regardless of which station was used to turn the power on. If power was turned on from one of the auxiliary stations, then in order to use that station, you must first take command by pressing the PORT and STARBOARD buttons.
Note: Power cannot be turned on from a CR-203 or TS-203 Remote.
- 199 -
Appendices
- 200 -
Appendices
Appendix 5
Diagnostic LEDs
The Signal Processor Unit is equipped with a number of Light-Emitting Diode (LED) lamps that can assist in trouble-shooting should a problem arise with the autopilot system. To observe the LEDs, remove the metal cover on the Diagnostic section.
LED
ALARM BATT PWR DRV PWR
Description
On whenever there is an alarm condition on the SPU. Lights in conjunction with the audible alarm. A general indication of the Battery Power supplied to the SPU. Should be on whenever the autopilot is turned on. An indication of the power available for the output Drive. Drive Power should be brightly lit whenever the autopilot is on. If it is off, check fuse F2. VCC is the voltage supplying the logic circuits on the SPU. The voltage is nominally 5.25 VDC, and can be measured at testpoint TP3 with respect to ground (GND). This indicator will be on whenever the Switched B+ output is turned on. This indicator will be on whenever the Switched Ground output is turned on. For systems that utilize Solenoid steering valves, this LED will be lit whenever the solenoid is activated. For Reversing Motor systems, this LED will be shut off whenever the motor is activated in one direction (which direction depends on how the reversing motor was plumbed in and wired. For systems that utilize Solenoid steering valves, this LED will be lit whenever the solenoid is activated. For Reversing Motor systems, this LED will be shut off whenever the motor is activated in the opposite direction to the M1 output. This LED will be lit whenever the autopilot receives serial data on the NAV1 input. Note that this indicator only shows that data was received. It does not mean that the data received is valid. Typically, this LED will flash at a rate of about once per second for regular data from a GPS or Chartplotter; it will flash at a rate of about 10 times per second when connected to a heading source such as an NMEA compass. If the LED does not flash and you are sure the sending device is sending data, try reversing the wires from the device connected to J9 NAV I/O. This LED operates identically to the NMEA 0183 IN #1, but shows the reception of data for the NAV2 input. This LED flashes whenever NMEA 0183 serial data is sent out of the SPU. During normal operation, this LED will flash at a rate of about ten times per second. This LED is reserved for possible future use. This LED is reserved for possible future use.
Table 17 Diagnostic LEDs
VCC SWD B+ SWD GND
M1/PORT
M2/STBD
NMEA 0183 IN #1
NMEA 0183 IN #2 NMEA 0183 OUT ComNav Network RX ComNav Network TX
- 201 -
Appendices
- 202 -
Appendices
Appendix 6
Upgrading Firmware
The P Series Advanced Autopilot Systems are the result of extensive development and testing programs. ComNav is constantly doing research and development related to our Autopilot Systems. From time to time, this can result in new features and benefits that can be incorporated into an existing system installation, in the field by a ComNav Dealer, or even by you, if you have the requisite technical skills. This is done with a Firmware Upgrade Kit (PN 30110011). The kit contains the required cable, instructions and a CD with the latest firmware & an easy-to-use program to install the Upgrade. Contact your ComNav Dealer for more information.
Important! Be sure to read all of the documentation accompanying the Firmware

Upgrade Kit, so that you understand all of the operational and performance changes that may occur as a result of the Upgrade.
Transferring the System Configuration & Parameters

After doing a Firmware Upgrade, it is not necessary to repeat everything you did when you installed the system originally Compass & Drive Setup procedures, parameter adjustments during Sea Trials, and so on. The full configuration of the system in a Commander P2 SPU running firmware versions 2.00, 2.10, 3.00, or 3.03-3.0A will be automatically converted to work with version 4.00, and so will the current values of all parameters in the operating mode menus.
Upgrading versions older than 2.00 will require re-doing the full setup process.
- 203 -
Appendices
- 204 -
Appendices
Appendix 7
General Specifications
Parameter
Dimensions SPU Bracket Mount Head Surface Mount Head 257 x 184 x 78 mm (10.1 x 7.3 x 3.1) 157 x 118 x 73 mm (6.2 x 4.6 x 2.9) @ 20 max tilt add 28 mm (1.1) in width for bracket knobs 156 x 113 x 24 mm (6.1 x 4.4 x 0.9) add 11 mm (.43) for Control Knob & 29 mm (1.1) behind surface to clear rear of Head (not incl. cable) 165 x 122 x 12 mm (6.5 x 4.8 x .47) add 11 mm (.43) for Control Knob & 41 mm (1.6) behind surface to clear rear of Head (not incl. cable) Sunlight viewable high contrast QVGA (320x240), white LED backlight Sunlight viewable high resolution QVGA (320x240) TFT display with 2 cold-cathode fluorescent backlight (400 Cd/m typ.) 11 to 30 VDC 200 mADC (all outputs off) Monochrome: 80 mADC (max), Colour: 350 mADC (max) 20 Amps (max) NAV1 input NAV2 input NMEA 0183 output NMEA 0183 compliant, optically isolated, 4800 Baud NMEA 0183 compliant, optically isolated, auto-baud detecting, 4800 & 9600 Baud Heading (10x per second) & Autopilot status (1x per second), NMEA 0183 compliant, RS-422 compliant, RS-485 compliant, 4800 Baud, 8 data bits, no parity, one stop bit 0.1 1 0.1 Supports up to five 500A instruments Yes 1.0 4.0 VDC centered at 2.5 VDC. 7.6 metres (25) standard Custom lengths up to 15 metres (50) available
Table 18 General Specifications
Specification
Flush-Mount Head
Display Monochrome Head Colour Head Operating Voltage Power Consumption SPU Control Head Drive Output Navigational Interface
Course Detection Course Resolution
AUTO mode NAV mode

External Rudder Angle Indicator Jog Steering Control Input Rudder Follower Input Control Head cable length
- 205 -
Appendices
Compass Safe Distances

The following Compass Safe Distances were determined using a UKAS calibrated 23 Axis Magnetometer, for both standard compasses and steering/emergency compasses.
ComNav PN
Description
Standard Compass Limit 5.4 /H

28 cm
Steering Compass Limit 18 /H

16.5 cm
20110006 20110009 20110002 20110003 20110010 20110011 20310025 20310003 20330008 20330012
Signal Processing Unit (SPU) P2 & P2VS Control Head P2 & P2VS TS-203 Fixed Remote Jog Steering Control with two sets of switches Medium Duty Rotary Rudder Follower Unit Heavy Duty Rotary Rudder Follower Unit
32 cm 31 cm 13 cm 20 cm 62 cm
21 cm 18 cm 8 cm 8 cm 40 cm
H = horizontal flux density in T

Table 19 Compass Safe Distances
- 206 -
Warranty Information
Limited Warranty Agreement
Congratulations! You have purchased sophisticated and sensitive marine equipment (the Equipment) manufactured by ComNav Marine Ltd. of #15 - 13511 Crestwood Place, Richmond, British Columbia, Canada, V6V 2G1 (ComNav).
LIMITED ONE YEAR WARRANTY
ComNav warrants to the Purchaser, provided that the recommended installation and maintenance procedures set forth in the manual that has been provided with the Equipment (the Manual) have been followed, and subject always to the other provisions of this Agreement, that the Equipment is free from defects in workmanship and materials under normal use and service and will perform substantially in accordance with the specifications set forth in the Manual for a period of one (1) year from the date of purchase of the Equipment by the Purchaser.
EXTENDED THREE YEAR LIMITED WARRANTY
If:
a)
and
b)
the Equipment is installed: i. by an authorized ComNav Dealer; or ii. by someone other than an authorized ComNav Dealer, and such installation has been inspected by an Authorized ComNav Dealer; the Limited Warranty Registration Card has been returned to ComNav within 14 days of the date of purchase of the Equipment by the Purchaser with Part I thereof having been completed by the Purchaser, and with the Extended Limited Warranty Card having been completed and signed by an authorized ComNav Dealer and returned to ComNav within 14 days of that inspection; ComNav warrants to the Purchaser that the Equipment is free from defects in workmanship and materials under normal use and service and will perform substantially in accordance with the specifications set forth in the Manual for a period of three (3) years from the date of purchase of the Equipment, subject to the other provisions of this Agreement.
then:
NO OTHER WARRANTIES
TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, COMNAV DISCLAIMS ALL OTHER WARRANTIES AND CONDITIONS, EITHER EXPRESSED OR IMPLIED, STATUTORY OR OTHERWISE WITH RESPECT TO THE EQUIPMENT, INCLUDING BUT NOT LIMITED TO IMPLIED WARRANTIES OR CONDITIONS OF MERCHANTABILITY AND FITNESS FOR THE ORDINARY PURPOSES FOR WHICH THE EQUIPMENT IS USED OR FITNESS FOR A PARTICULAR PURPOSE AND ANY OTHER OBLIGATIONS ON THE PART OF COMNAV, ITS EMPLOYEES, SUPPLIERS, AGENTS, OR REPRESENTATIVES.
- 207 -
NO LIABILITY FOR CONSEQUENTIAL DAMAGES
TO THE MAXIMUM EXTENT PERMITTED BY APPLICABLE LAW, IN NO EVENT SHALL COMNAV, ITS EMPLOYEES, SUPPLIERS, OR REPRESENTATIVES BE LIABLE FOR ANY DAMAGES WHATSOEVER, INCLUDING WITHOUT LIMITATION DAMAGE FROM COLLISION WITH OTHER BOATS OR OBJECTS, INJURY TO ANY PERSON OR PERSONS, DAMAGE TO PROPERTY, LOSS OF INCOME OR PROFIT, BUSINESS INTERRUPTION, OR ANY OTHER CONSEQUENTIAL, INCIDENTAL, RESULTING PUNITIVE, OR SPECIAL DAMAGES ARISING OUT OF THE USE OF OR INABILITY TO USE THE EQUIPMENT, INCLUDING THE POSSIBLE FAILURE OR MALFUNCTION OF, OR DEFECTS IN THE EQUIPMENT, OR ANY PART THEREOF, EVEN IF COMNAV HAS BEEN ADVISED OF THE POSSIBILITY OF SUCH DAMAGES. SOME STATE/JURISDICTIONS DO NOT ALLOW THE EXCLUSION OR LIMITATION OF CONSEQUENTIAL OR INCIDENTAL DAMAGES, SO THE ABOVE LIMITATION MAY NOT APPLY TO THE PURCHASER.
REMEDIES NOT TRANSFERABLE
The Purchasers remedies under this Agreement only apply to the original end-user of the ComNav Equipment, being the Purchaser, and only apply to the original installation of the Equipment. The Purchasers remedies under this Agreement are not transferable or assignable by the Purchaser to others in whole or in part.
NOTICE OF DEFECT
The Limited Warranty and the Extended Warranty will not apply with respect to any defective Equipment unless written notice of such defect is given to ComNav, by mail to the address for ComNav set forth above, or by facsimile to ComNav at 604-207-8008, and is received by ComNav within 10 days of the date upon which the defect first became known to the Purchaser. Notices sent th by mail will be deemed to be received by ComNav on the seventh (7 ) day first following the date of th posting in North America and on the tenth (10 ) day next following the date of posting anywhere else in the world. Notices sent by facsimile with appropriate answerback confirmation will be deemed to be received by ComNav on the date of transmission.
WARRANTY LIMITATIONS
Reversing Pumps & Motors, Hydraulic Linear Actuators, Watch Alarms & Motor Control boxes which may comprise part of the Equipment are warranted by ComNav for a period of two (2) years under the Extended Limited Warranty described above. All Remote Controls, Remote Cables, Jog Switches, Analog meters (rudder angle indicators), Rudder Angle Indicator Systems & Accessories, Magnetic Compasses & Accessories, Constant Running Pumps, Engine Driven Pumps, Hydraulic Manifolds & Hydraulic Steering are warranted by ComNav for a period of one (1) year under the Limited Warranty described above.
IMPLIED WARRANTIES
Any implied warranties with respect to the Equipment are limited to one (1) year. Some states/jurisdictions do not allow limitations on how long an implied warranty lasts, so the above limitation may not apply to the Purchaser.
- 208 -
CUSTOMER REMEDIES
ComNavs entire liability and the Purchasers exclusive remedy against ComNav for the defective Equipment shall be, at ComNavs option, either: (a) repair or replacement of the defective Equipment under the warranties set forth in this Agreement, or, (b) refund of the purchase price of the defective Equipment, all pursuant to and in accordance with the conditions set forth below:
1. If the Equipment, or any part thereof, proves to be defective within the relevant warranty period, the Purchaser shall do the following: a. contact ComNav by phoning 604-207-1600 to discuss the nature of the problem and obtain shipping instructions (many times a satisfactory solution can be reached without returning the item); and b. prepare a detailed written statement of the nature of the circumstances of the defect, to the best of the Purchasers knowledge, including the date of purchase of the Equipment, the place of purchase, the name and address of the installer, and the Purchasers name, address and telephone number to be sent, along with proof of purchase, to ComNav; If upon examination by either ComNav or an authorized ComNav Dealer, the defect is determined to result from defective workmanship or material and if the defect has occurred within the relevant warranty period set forth above, the Equipment or the defective parts thereof shall be repaired or replaced, at ComNavs sole option, without charge, and shall be returned to the Purchaser at ComNavs expense. Return delivery will be by the most economical means. Should the Purchaser require that the Equipment be returned by a faster method, the costs incurred by the expedient delivery will be pre-paid by the Purchaser; No refund of the purchase price for the Equipment will be made to the Purchaser unless ComNav is unable to remedy the defect after having a reasonable number of opportunities to do so. Prior to the refund of the purchase price, the Purchaser must submit a statement in writing from an Authorized ComNav Dealer that the installation instructions in the manual have been complied with in full and that the defect remains; Warranty service shall be performed only by ComNav or an Authorized ComNav Dealer. Any attempts to remedy the defect by anyone else shall render the warranties set forth in this Agreement void; Charges for overtime, standby, holiday and per diem will not be paid by ComNav and are specifically excluded from the warranties set forth in this Agreement. ComNav may, under special circumstances, and with ComNavs PRIOR approval, pay ONE TIME travel costs. Any cost of ferry, boat hire, or other special means of transportation must have prior approval from ComNav. ComNav reserves the right to refuse service charges in excess of one hour if the technician has not contacted ComNavs service department for assistance. Travel cost allowance to service certain Equipment with a suggested retail price of below $2,500.00 (Canadian funds or equivalent) is not authorized. If repairs are necessary, these products must be forwarded to ComNav or an authorized ComNav Dealer at Purchasers expenses and will be returned as set out in CUSTOMER REMEDIES, Item 2; There shall be no warranty for defects in, or damages to, the Equipment caused by: a. faulty installation or hook-up of the Equipment; b. abuse, misuse or use of the Equipment in violation of the instructions set forth in the Manual; c. shipping, alterations, incorrect and/or unauthorized service; d. accident, exposure of the Equipment to excessive heat, fire, lightning, salt or fresh water spray, or water immersion except for Equipment specifically designed as, and stated in the Manual to be, waterproof. Water damage to the Equipment due to failure to cover unused receptacles is specifically excluded from any warranty set forth in this Agreement; and e. improper or inadequate ancillary or connected equipment; This warranty does not cover routine system checkouts, alignment, or calibration unless the service has been authorized in writing by ComNav PRIOR to its commencement;
2.
3.
4. 5.
6.
7.
and 8. No Equipment shall be repaired or replaced under warranty if the serial number of that Equipment has been removed, altered or mutilated.
- 209 -
CHOICE OF LAW AND JURISDICTION
This Agreement is governed by the laws of the Province of British Columbia, Canada. If you acquired the Equipment outside of Canada, each of the parties hereto irrevocably attorn to the jurisdiction of the courts of the Province of British Columbia, Canada and further agree to settle any dispute, controversy or claim arising out of or relating to this Limited Warranty, or the breach, termination, or invalidity of it, by arbitration under the rules of the British Columbia International Commercial Arbitration Centre (BCICAC). The appointing authority shall be BCICAC [or, if the BCICAC shall cease to exist, the Chief Justice of the Supreme Court of British Columbia]. BCICAC shall administer the case in accordance with BCICAC Rules. There shall be one arbitrator and the place of arbitration shall be Vancouver, British Columbia. The United Nations Convention on Contracts for the International Sale of Goods Act, S.B.C 1990, c. 20, and any other statutory enactments of the United Nations Convention on Contracts for the International Sale of Goods do not apply to this Agreement. THIS LIMITED WARRANTY GIVES THE PURCHASER SPECIFIC LEGAL RIGHTS. THE PURCHASER MAY ALSO HAVE OTHERS WHICH VARY FROM STATE/JURISDICTION TO STATE/JURISDICTION. This Agreement is a legal contract between you (the Purchaser) and ComNav. By retaining the Equipment for more than thirty (30) days and/or installing and/or using the Equipment, the Purchaser agrees to be bound by the terms of this Agreement. If the Purchaser does not agree to be bound by the terms of this Agreement, the Purchaser may return the Equipment in the same condition in which it was received for a full refund (less shipping and handling costs) within thirty (30) days of purchase.
WARNING
The Equipment is an aid to navigation only. It is not intended or designed to replace the person on watch. A qualified person should always be in a position to monitor the boats heading, watch for navigational hazards and should be prepared to revert to manual steering immediately if an undesired change of heading occurs, if the heading is not maintained within reasonable limits, or when navigating in a hazardous situation.
ALWAYS REMEMBER: WHENEVER UNDER WAY, A QUALIFIED PERSON ON WATCH IS REQUIRED BY LAW.
- 210 -
Index
- 211 -
- 212 -
Index
Index
A
Adjusting Rudder Gain ...................................... 105, 107 Seastate ..................................................... 107 Turn Rate ................................................... 107 Advanced Operations ..... 88, 114, 119, 122, 149, 151 Alarm 77, 88, 113, 116, 122, 125, 132, 151, 164, 172, 173, 174, 175, 194, 221 Clear .......................................................... 116 External .................... 76, 77, 88, 172, 173, 221 Output .................................................. 88, 172 Auto/Nav Limits ............................................. 124 Automatic Leeway Correction (ALC) ...... 23, 105, 129, 191, 222 Auxiliary Controllers ..................................... 36, 59, 171 Heads .................................................. 64, 201 Multiple Control Heads .............................. 171 Turn 4, 86, 113, 119, 155, 159, 160, 161, 162, 165, 167, 169
C
Care & Maintenance ............................. 177, 179 Compass 45 Transducer ...... 34, 48, 52, 67, 68, 95, 99, 103, 192 Calibration ................................................. 120 Fluxgate 31, 32, 33, 48, 51, 52, 53, 66, 67, 94, 99, 100, 101, 103 Magnetic ........ 33, 34, 48, 50, 68, 99, 104, 210 Magnetic Sensor ............... 33, 48, 50, 99, 104 NMEA .................................... 96, 98, 101, 184 Other types .................................................. 34 Safe Distance .................................. 3, 47, 208 Setup ............... 88, 93, 99, 100, 101, 104, 221 Source .. 67, 97, 103, 119, 120, 129, 193, 198, 221 Counter Rudder ... 105, 106, 107, 108, 127, 152, 222 Course Change knob ... 103, 106, 113, 115, 116, 120, 122, 123, 125, 127, 128, 133, 152, 154, 155, 156, 157, 158, 160, 164, 172 Course To Steer (CTS) 144, 184, 194, 222 133, 134, 135, 138, 141,
B
Backlight Level ...................................... 120, 221
Basic Operation .............................. 86, 110, 112

Battery ..... 46, 62, 63, 76, 83, 122, 197, 203, 221 Buttons Auto Mode ................. 113, 114, 125, 126, 156 Fn (Function) .. 86, 87, 88, 91, 92, 93, 99, 100, 101, 104, 113, 114, 116, 140, 151, 152, 153, 154, 157, 163, 172, 173, 174, 192, 198, 199, 221 NAV Mode . 113, 114, 131, 132, 140, 160, 162 Port .............................. 93, 100, 113, 115, 160 Power On/Off ............................................... 64 Power Steer Mode ..................... 114, 123, 124 Standby Mode ...... 86, 88, 103, 112, 114, 117, 118, 119, 120, 173, 174, 175, 201 Starboard .... 37, 101, 104, 113, 115, 119, 142, 143, 160, 162, 165, 166, 167, 168, 169, 170, 171, 201
Cross-Track Error (XTE) ...... 131, 133, 134, 136, 137, 138, 139, 140, 141, 144, 187, 189, 194, 199, 222 Limit ........................................... 140, 194, 222 Sense ........................ 133, 141, 194, 199, 222 Steering ..................................................... 136
D
Direct Bearing ............................................... 135 Drives A.C. Solenoids ............................................ 74 CT7 ..................... 41, 59, 75, 82, 88, 129, 221 Drive Boxes ..................................... 42, 63, 71 Linear Actuators or Mechanical Rotary Drives .. 71
- 213 -
Index
Proportional Solenoid Valves ...................... 74 Reversing DC Motor Hydraulic Systems ..... 71 Setup .... 71, 87, 88, 90, 91, 92, 145, 146, 147, 174, 192, 205, 221 Shunt-Field Reversing Motors .................... 71
Power Steer ....................... 123, 124, 125, 132 Standby ..................................... 118, 119, 221 Wind .. 154, 155, 156, 158, 159, 161, 163, 170, 199 Work .................................................. 152, 153 Mode AUTO 20, 21, 22, 23, 105, 107, 108, 113, 114, 125, 129, 133, 154, 170, 191, 207 Dockside Setup ...... 86, 87, 88, 90, 91, 93, 96, 100, 101, 103, 104, 113, 114, 116, 119, 124, 151, 154, 164, 170, 172, 173, 174, 191, 192, 195, 221, 222 NAV .... 22, 23, 37, 72, 78, 105, 113, 114, 120, 123, 124, 125, 128, 131, 132, 133, 134, 135, 136, 137, 139, 140, 141, 142, 144, 145, 146, 151, 152, 191, 198, 199, 207 Highway Display .................................... 132 Nav Data Source .................... 140, 198, 222 Waypoints ....... 22, 131, 133, 134, 135, 138, 139, 140, 141, 194, 199 Arrival ..................................... 4, 140, 222 Automatic Sequencing .................... 140 Manual Sequencing ........................ 140 Silent Sequencing ........................... 141 Parameter Set .... 92, 105, 107, 127, 128, 129, 222 Speed Trip Point ............ 107, 128, 129, 193 POWER STEER ..... 4, 23, 113, 114, 123, 124, 144, 151, 152, 191 STANDBY . 72, 86, 88, 99, 103, 104, 105, 112, 114, 116, 117, 118, 123, 124, 125, 132, 135, 136, 144, 146, 191, 201 WIND ......................................................... 154 Points of Sail .................. 155, 156, 158, 164 Beam Reach Definition ..... 156, 157, 164, 195, 223 Broad Reach Definition ..... 156, 157, 159, 161, 164, 195, 223 Close Haul Definition . 155, 156, 159, 160, 164, 170, 223 Close Reach Definition ...... 156, 157, 159, 161, 164, 195, 223 Gybe Hold Point Definition 162, 164, 195, 223 155, 156, 161,
E
Exit .......................................... 88, 104, 105, 221
F
Fuse Replacement ........................................ 180
G
General Specifications .............................. 3, 207 Gybing .................................. 159, 161, 162, 170
H
Heading Rate Stabilizer ... 31, 32, 48, 52, 66, 93, 94, 100 Hydraulic System .......................................... 179 Bleeding ...................................................... 92
I
In-command .................................................. 171 Installation .. 2, 41, 43, 44, 46, 48, 54, 62, 75, 83, 103, 172
J
Jog Lever .............................................. 124, 144
L
Language ................................................ 88, 221 LCD Screen .................................................. 112 LEDs, Diagnostic .......................................... 203
M
Max Correction ..................... 137, 138, 141, 222 Menu Auto .. 105, 107, 125, 126, 127, 151, 153, 167, 198, 199 Dockside Setup ...... 86, 87, 88, 90, 91, 93, 96, 100, 101, 104, 151, 154, 164, 170, 172, 173, 192, 195 Nav .... 133, 134, 135, 136, 138, 140, 198, 199
Document PN 29010074 V4.0 - 214 -
Index
Wind Source .......... 154, 155, 163, 195, 223 WIND-Points .............................................. 156 WORK . 78, 113, 114, 142, 144, 147, 151, 152, 153, 165, 191, 195, 198 Autotrim .................................. 152, 153, 223 Rudder Bias ........................... 152, 153, 223 Rudder Scale Factor ...................... 152, 153 Trip Point ................................ 151, 152, 153 Work Mode State ................... 152, 153, 223 Automatic ........................................... 151 Manual ................................................ 152
Rudder Angle Indicator (RAI) 39, 59, 61, 70, 91, 107, 116, 118, 123, 124, 128, 146, 147, 207, 210, 222 Offset ................................................. 124, 222 Rudder Follower (RFU) ... 19, 26, 29, 32, 35, 54, 55, 56, 58, 61, 70, 83, 91, 124, 145, 147, 179, 197, 207 Heavy Duty Rotary ........................ 35, 55, 208 Linear .................................................... 36, 56 Rotary ............................................ 35, 54, 208 Virtual (VFRU) 197 54, 90, 91, 116, 129, 145, 146,
N
Navigation Data ............................... 79, 133, 183 Navigation System ... 22, 23, 128, 131, 133, 134, 135, 136, 137, 138, 139, 140, 141, 153, 198, 199 NMEA 0183 .... 22, 23, 29, 66, 79, 80, 81, 82, 95, 98, 128, 129, 131, 141, 154, 163, 183, 187, 189, 190, 191, 198, 203, 207
Rudder Gain 105, 106, 107, 108, 126, 127, 152, 153, 174, 194, 222 Rudder Limits ................................ 142, 144, 222
S
Sea Conditions ............................................. 108 Sea Trials .... 18, 48, 87, 105, 106, 108, 174, 205 Seastate ........................ 105, 107, 108, 128, 222 Set North ................................................. 93, 104 Setup Procedures ..................................... 50, 90 Special Tools ............................................ 46, 61 Speed Source ......... 98, 129, 153, 194, 198, 222 Station Lock/Unlock .............................. 119, 171 Status Signals 1PPS ................................................... 78, 147 Speed Mode ........................................ 78, 129 Steering Parameters . 18, 87, 105, 126, 143, 194 Steering System ................................. 19, 46, 61
P
Power Steer Rudder Limits ................... 124, 144 Power Supply ................................ 46, 61, 62, 63 Press and Hold .......................................... 4, 86, 117 and Maintain .................................................. 4 double .................................... 4, 103, 112, 152
R
Remote Power On ................................... 64, 201 Remotes CR-203 ........................................................ 37 Fixed .............................................. 36, 64, 171 Handheld ............................... 36, 64, 171, 197 TS-203 ........................................... 38, 64, 201 Repeaters ...................................................... 171 Reset ............................................... 87, 174, 221 RS-232 ...................................... 79, 82, 183, 184 RS-422 .......................... 79, 80, 81, 82, 183, 207
T
Tacking ................................. 159, 160, 161, 170 Thruster Assist ................................................. 129, 222 Gain ........................................... 129, 193, 222 Type .......................................................... 193 Track ...... 18, 20, 22, 23, 99, 105, 107, 123, 125, 131, 132, 133, 134, 135, 136, 137, 138, 139, 140, 141, 142, 143, 144, 145, 146, 187, 188, 189, 190, 199 Trim ......................................................... 22, 139
- 215 -
Index
Turn Rate ..... 105, 107, 108, 125, 128, 146, 152, 167, 194, 199, 222 Turns Dodge .. 37, 124, 125, 132, 142, 143, 144, 146 Jog ............................................ 125, 132, 144 Special Turns .... 113, 119, 152, 164, 165, 170 Circle Turn ............................................. 167 Default Turn ........... 113, 119, 165, 194, 221 Fishzag .......................... 122, 169, 194, 221 Fishzag Time ..................... 122, 169, 194 Man Overboard (M.O.B.) ....................... 168 Preset-Tack ................... 164, 170, 194, 223 U-Turn ................................... 166, 194, 221
U
Upgrading Firmware ...................................... 205 User Settings ................................. 221, 222, 223
V
Vector G2 & G2B GPS Compasses ... 29, 30, 48, 82, 95, 96, 97, 98, 101, 103 Vessel Type ...... 87, 90, 114, 154, 190, 191, 193
W
Watch Alarm ..... 76, 88, 122, 172, 173, 174, 175, 194, 210, 221 Wire Gauges ................................................... 61
- 216 -
Settings & Notes
- 217 -
- 218 -
Settings & Notes
Settings & Notes

Default & User Settings
Once your Commander P2 system has been installed and set up correctly, make a record of all the settings for future reference, in the table below. (Note: Default Value for P2VS is in bracket)
Parameter
Dockside Setup Menu
Reset Vessel type An. Compass Type Compass Setup Drive Setup Exit Alarm O/P External Alarm Type Thrust Type (CT7) Thrust MIN (CT7) Thrust MAX (CT7) Language
Range
Default Value
User Settings 1
User Settings 2
press Fn button to do
Displ, Semi, Plane, Stern, Sail None, Mag, Flux, Fixed, Float, HRS Displ (Stern) None
n/a
press Fn button to do press Fn button to do press Fn button to do

None, SWD B-, SWD B+ All, Watch None, On/Off, Prop. 0 70% Thrust min to 100% English, Franais, Espaol, slenska, Italiano, Norsk None All None 0 0 English
n/a n/a n/a
Standby Menu
Station Lock Default Turn Compass Source Compass Cal Backlight Level Contrast Lock, Unlock U-Turn, Circle, M.O.B., Fishzag, Pre-Tack Analog, Digital, NAV1,NAV2 0 359 (for all types) 08 08 (monochrome Control Heads) Norm, Rev (monochrome Control Heads) A, B, C (colour Control Heads) Off, 1 30 sec 30 300 sec Unlock U-Turn NAV1
Set at Runtime
4 4 Norm A Off 60
Graphics or Display Watch Alarm Fishzag time Battery
Read only value

- 219 -
n/a
Settings & Notes
Parameter
Power Steer Menu
P.Str Rudder Limits Auto/Nav Rudder Limits RAI Offset
Range
Default Value
User Settings 1
User Settings 2
Off, or 5 up to physical limits from Dockside Setup Off, or 5 up to physical limits from Dockside Setup 0 15
Off Off 0
Auto Menu
Rudder Gain Counter Rudder Seastate Turn Rate Parameter Set Speed Trip Pt. Speed Source ALC Thruster Assist (only if Thrust Type is not None) Thruster Gain (only if Thrust Type is not None) 1 10 0 10 Auto, 1 10 0.1 10 /sec, or 0.1 12 /sec (if Vessel type is Sail) Lo, Hi, Auto 2 20 NAV1, NAV2 On, Off Off, or 0.5 7 (in 0.5 steps) Lo: 8, Hi: 5 Lo: 3, Hi: 3 Lo: A, Hi: A Lo: 8, Hi: 5 Auto 10 NAV1 Off Off Lo: Lo: Lo: Lo: Hi: Hi: Hi: Hi: Lo: Lo: Lo: Lo: Hi: Hi: Hi: Hi:
Low, Med, High
Low
Nav Menu
Nav Source XTE Limit Waypoint Arrival Correction XTE Sense Max Correction NAV1, NAV2 0.01 3.0 (in 0.01 steps) Silent, Manual, Auto XTE, CTS, Both Norm, Rev 30 90 NAV1 0.25 Auto Both Norm 60
- 220 -
Settings & Notes
Parameter
Work Menu
Rudder Bias Autotrim Work Trip Pt. Rudder Scale Work Mode State
Range
Default Value
User Settings 1
User Settings 2
Auto/Nav rudder limit or physical limit Off, On 1 10 0.25 3.00 (in 0.25 steps) A_Rdy, A_On, M_Rdy, M_On
Set at Runtime
Off 2 1.00
Set at Runtime
Wind Menu
Damping Wind Source Wind Shift (alarm) Wind Shift Delay Preset Tack Angle Close Haul Def Close Reach Def Beam Reach Def Broad Reach Def Gybe Hold Point 0.5 10 sec Vane, NAV1A, NAV1T, NAV2A, NAV2T Off, 1 25 2.0 20.0 50 120 30 54 55 80 81 110 111 159 160 170 0.5 Vane Off 2.0 90 45 60 90 120 165
Table 20 Default & User Settings
- 221 -
Settings & Notes
Notes
- 222 -

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Commander P2 & P2VS

Advanced Autopilot Systems

ComNav Commander P2 & P2VS Installation & Operation

ComNav Marine Ltd.

ComNav Commander P2 & P2VS Installation & Operation

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

About this Manual

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Table of Contents ___________________________________________________________________ 6

How Autopilots Work _______________________________________________________________ 18

System Overview ___________________________________________________________________ 26

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Other Equipment ...................................................................................................................................................... 43

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Basic Operations __________________________________________________________________ 110

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Advanced Operations ______________________________________________________________ 149

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Care & Maintenance _______________________________________________________________ 177

Appendix 1 _______________________________________________________________________ 181

Appendix 2 _______________________________________________________________________ 185

Appendix 3 _______________________________________________________________________ 195

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Appendix 4 _______________________________________________________________________ 199

Appendix 5 _______________________________________________________________________ 201

Appendix 6 _______________________________________________________________________ 203

Appendix 7 _______________________________________________________________________ 205

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

ComNav Commander P2 & P2VS Installation & Operation

Table of Contents, Lists of Figures & Tables

Table of Contents, Lists of Figures & Tables

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

How Autopilots Work

How Autopilots Work

Document PN 29010074 V4.0

ComNav Commander P2 & P2VS Installation & Operation

How Autopilots Work

Figure 1 Basic Autopilot System

Document PN 29010074 V4.0