Technical data

Page 15Page 14
Fig 5.10 - Wiring connections - WP10
4.2 Electrical Installation
The Wheelpilot WP10 operates from a 12v DC sup-
ply. It is designed to be permanently wired into the
vesselÕs 12v supply using a two core cable. If
required, a two-pin waterproof plug and socket kit
is available as a separate accessory (part code
SKT100).
The WP10 should be wired to the 12v power sup-
ply in accordance with Fig 4.10.
* Run the cable through the pedestal using a suit-
able grommet. If running the cable through the
deck use a good quality cable gland to prevent
water ingress (Fig 4.11).
* Use a suitable gauge cable if an additional cable
run is required to link the pilot to the power supply
(see Fig 4.12).
* Connect to the vesselÕs switch panel via a 10 Amp
fuse or breaker.
* Do not fit other electronic or electrical equipment
to this cable, or Òtap intoÓ the supply from a near-
by cable - always wire each piece of equipment to
its own breaker in the switch panel.
* Ensure all wire ends are tinned, and any connec-
tions are well made. Poor contact will result in loss
of torque from the Wheelpilot and slower speed of
response.
* If in any doubt, employ a qualified engineer to
install the equipment.
Extra Cable
Run
Under 4M
(13Ft)
4-8M
(27Ft)
Cross
Section Area
1.5mm
2
2.5mm
2
Conducto
r Type
30/0.25
50/0.25
AW
G
16
Fig 4.12 - Cable selection table
Core. Wired To
Brown +12v DC
Blue 0v
WP30
Brown 12v DC
Blue 0v
Fig 4.11 - Cable run
Cable Grommet
5 Appendix
5.1 Advice On Operation
The Simrad Navico Wheelpilot when used correctly can maintain as good a course, on most points
of sail as a skilled helmsman, with the advantage that they never lose concentration where a human
may begin to show lapses of concentration after as little as ten minutes.
There are certain circumstances however, where a human pilot has the advantage in being able to
anticipate events which no autopilot can sense, typically in a heavy following sea. The
following advice should improve efficiency when sailing using Wheelpilot:
1. When sailing close to the wind, it is easy to forget to trim the mainsail, allowing excessive weath-
er helm to build up. Where a human helmsman would quickly complain, the autopilot will strug-
gle on, and the boat will be sailed less efficiently. Whereas a human normally likes to feel some
weather helm, this is not necessary for the functioning of the Wheelpilot. Power consumption,
wear and drag will be greatly reduced if the mainsail is freed or reefed a little sooner than normal
when sailing manually.
2. It is also advisable when sailing close hauled to set a course a few degrees free of that normally
sailed under manual control, to avoid luffing into the wind.
3. When running dead downwind, a human pilot can see visual signs warning him if the boat is
about to gybe, which the Wheelpilot cannot sense. Therefore, when under autopilot it is advisable
not to sail as close to the gybe as you may do when sailing manually.
4. When broad reaching or running fast, particularly with quartering waves, a helmsman will nat-
urally apply periodic larger angles of helm than when beating or sailing slowly. This is the equiv-
alent of increasing rudder Gain, and it may be a good idea to adjust the Gain on the Wheelpilot.
Many people prefer to find a compromise setting which is used for all sailing, but with practice it
can be optimised for different conditions e.g. low for motoring in a calm sea or high for running
fast. If the Gain is set too low, the boat will yaw because insufficient rudder is applied in time; if
the gain is too high, the boat will continually overcorrect on each deviation, increasing power con-
sumption.
5. While the clutch is engaged, the wheel cannot be turned manually. In an emergency situation,
manual control can only be achieved by lifting the clutch lever. Do not attempt to force the wheel
while the clutch is engaged as you may damage the Wheelpilot or break the internal drive belt.
6. The Wheelpilot is a highly advanced piece of equipment - as such, it is a valuable aid to enjoy-
able sailing. However, it would be a mistake to become complacent. As with all electronic navi-
gational equipment, it is an aid to navigation and should not be used as a substitute for conven-
tional navigational practice. Remember - Maritime Law* requires that you keep a good look out
at all times.
*IMO International Regulations for Preventing Collisions at Sea, Part B Rule 5 (1972)