WARRANTY NOTICE Prior to the installation and/or operation of the Equipment, ensure that you read, understand and accept the conditions of the warranties as detailed on the following pages. OPERATORS WARNING This Autopilot will automatically steer your vessel however, it is only an aid to navigation. Its performance can be affected by many factors including equipment failure, environmental conditions and improper handling or use.
TABLE OF CONTENTS 1001 AUTOPILOT SYSTEM DRAWING _________________________________________ 3 BASIC OPERATION __________________________________________________________ 3 AUTOPILOT _____________________________________________________________________ 4 REMOTE CONTROL _____________________________________________________________ 6 INTRODUCTION ____________________________________________________________ 7 SPECIFICATIONS ___________________________________________________________ 8 1001 AUTOPILOT INTERCONNECTI
PILOT _________________________________________________________________________ 44 NAV ___________________________________________________________________________ 47 REMOTE CONTROLS ___________________________________________________________ 48 REMOTE CONTROLS________________________________________________________ 50 COMNAV 101 REMOTE CONTROL _______________________________________________ 50 COMNAV 201 REMOTE CONTROL _______________________________________________ 53 COMNAV 211 REMOTE CONTROL ___________
1001 AUTOPILOT SYSTEM DRAWING 3
BASIC OPERATION AUTOPILOT 1. TO INITIALIZE THE AUTOPILOT\ STANDBY MODE 2. TO POWER STEER THE VESSEL\ POWER STEER MODE ! Turn the master select switch to the STANDBY position. The display will show the vessel's current compass heading. If the heading displayed by the autopilot does not agree with the compass, press the ADJUST key twice to display the current heading offset, and then use the up or down ARROW key to adjust the offset by the amount of the error.
4. TO CHANGE COURSE: THE VESSEL'S 6. TO INTERFACE WITH A NAVIGATION COMPUTER\NAV MODE ! To obtain the desired course, leave the master select switch in the PILOT position. Estimate the number of degrees of course change required. ! Start navigating towards a selected route or waypoint, using a Navigation Computer which has an NMEA 0183 output. ! Until the display shows the desired course, alter the course in one degree steps by pressing and releasing either the red or green ARROW key.
REMOTE CONTROL The autopilot master control unit must be on to use any remote control. The vessel’s compass heading is shown at all times on the display of the unit that is NOT in control. As a further reminder, the function indicator (see Figure 8) will be flashing on the display of the unit that is NOT in control. 1. TO USE THE REMOTE CONTROL: COMNAV ! The 1101 second station operates identically to the autopilot, except that the OFF/FUNCTION will not operate.
INTRODUCTION The autopilot is equipped to interface with a GPS, Loran C, or any other navigation computer which outputs one of the NMEA 0183 formats at 4800 Baud. This autopilot is a microprocessor operated PID (Proportional-IntegralDifferential) controller, working from either a high quality, externally gimballed magnetic ships steering compass fitted with a fluxgate sensor or a direct earth’s field sensing fluxgate compass. The autopilot is designed to accept one remote control.
SPECIFICATIONS Operating Voltage: 10 VDC TO 30 VDC For Use With 12 or 24 VDC Battery Systems only Operating Current: 0.18 Amps (minimum) Operating Temperature Range: -15 To +60 °C Heading Resolution: 0.25 Degree Heading Accuracy: + 2.0 Degrees Course Set Resolution: 1.0 Degree PORT/STBD Output Type: Open Collector, 3 Amps Max Speed Control Output: 2.50 VDC for No Movement 5.00 VDC for Maximum Speed Port 0.
01 AUTOPILOT INTERCONNECTION DIAGRAM 9
DRIVE SYSTEM OPTOINS 10
OPTIONAL DRIVE SYSTEMS For all commercial and pleasure - CPUFC Flow Control Uniblock vessels over 50 ft where heavy usage 12, 24 or 32 VDC will be the norm (hydraulic steering): or - CPUTS & CT5 - Two Speed Uniblock 12, 24 or 32 VDC And - Belt Driven Pump Or - Direct Driven Pump For vessels with hydraulic cylinder - 18CI Reversing Motor Pump & displacements from 7 to 18 cu.in.): CT2-20A Drive Box (12 or 24 VDC) For vessels with hydraulic cylinder - 30CI Reversing Motor Pump & displacements from 15 to 30 cu.
INSTALLATION INSTRUCTIONS AUTOPILOT ! Position the cutting template on the panel where the autopilot is to be mounted, and mark the opening onto the panel. Cut the opening in the panel around the outside of the markings. To improve the seal on the rear of the autopilot, an extra gasket for the rear cover has been supplied. The autopilot is normally mounted in the vessel's wheelhouse.
COMPASS FOR COMNAV FLUX-GATE COMPASS FOR OTHER FLUXGATE COMPASSES ! The compass MUST be mounted as close as practical to the vessels centre of pitch and roll. This is typically low in the vessel, at about the waterline, and slightly aft of the centre of the vessel. ! The autopilot can be used with a Fluxgate Compass which outputs DC Sine and Cosine signals of up to +/- 3 volts amplitude about a 0 to 6 VDC reference. ! If the compass does not have a HEELING ADJUST control (i.e.
CONNECTION FOR NON-1001 FLUXGATE COMPASSES PLUG PIN NUMBERS 1001 FLUXGATE COMNAV FUNCTION NON-COMNAV CONNECTIONS 1 BLUE COSINE COSINE * 2 RED DRIVE P1 N/C 3 BLACK DRIVE P2 N/C 4 SHIELD GROUND GROUND 5 WHITE REFERENCE REFERENCE 6 YELLOW SINE SINE * 7 GREEN +12V +12V * If the reading is reversed, swap these two wires. ! In testing, the Brookes and Gatehouse Halcyon 3 compass proved to have a 'floating' reference. The reference from the autopilot is also 'floating'.
This is particularly important in high latitudes, (such as Alaska, Labrador or the North Sea), where the horizontal component of the earth's magnetic field (which is the portion the compass is trying to detect) is very small relative to the magnetic field of the vessel. ! The disadvantage of the magnetic compass is that in very rough weather with the vessel going to windward, it is possible for the vessel motion to upset or 'tumble' the compass card, disabling the autopilot.
IMPORTANT It is important to remember that the compass is a vital part of the autopilot system. Locating it properly, particularly on steel hulled vessels, is essential to ensure proper operation of the autopilot. We recommend 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.
Move the sensor towards or away from the compass until a new maximum level is observed. This is the optimum distance from the compass to mount the sensor. Any closer and the sensor may interfere with the operation of the compass. As a further test, tilt the bowl of the compass so the card tilts relative to the sensor. The heading on the display of the autopilot should not change more than two degrees, with the compass still indicating the same heading.
DISTRIBUTION BOX Position and mount the distribution box underneath or inside the control console in a DRY location so that the main cable from the distribution box will easily reach the rear of the autopilot. Cables are inserted into the distribution box by filing or cutting out the pre-formed ports in the cover. To ensure a neat appearance, the cover has only had the minimum number of openings prepared in advance.
7. SPEED CONTROL 4. PORT STEERING OUTPUT 5. STBD STEERING OUTPUT This is a linear signal used with variable speed drive systems. It is centred between +5 VOLTS and COMMON (terminals 8 and 9) when no change of rudder angle is required, and moves up or down from that point by as much as 2.5 VDC for maximum rudder position change to port or starboard respectively. These are the two main steering outputs from the autopilot. They are open collector (i.e. switch to ground) and can sink up to 3 amps of current.
15. RUDDER POSITION 16. RUDDER COMMON Table II - RECOMMENDED CABLES These three terminals connect to the rudder follower. With the cable from the distribution box unplugged from the rear of the autopilot, and the rudder turned to dead ahead, the resistance between RUDDER POWER and RUDDER POSITION, and RUDDER POSITION and RUDDER COMMON should be equal, and each measure approximately 600 ohms if you are using a ComNav Rudder Feedback.
RUDDER FOLLOWER The rudder follower is used to transmit the position of the rudder back to the autopilot. It should be connected to whatever part of the steering system the autopilot controls. Normally, this will be the vessel's rudder. However, if the vessel has 2 stage steering, such as Wagner M10, Kobelt Power Steering or a similar system where the autopilot drives a control or servo ram, the rudder follower should be mounted to the servo ram rather than to the rudder.
With either rudder follower. If the length of cable supplied is too short to reach all the way to the distribution box, obtain a terminal strip and sufficient additional cable from your dealer. Mount the terminal strip in a convenient DRY location. Connect the rudder follower cable to the terminal strip and then the additional length of cable.
Figure 6 - Rudder Feedback correctly installed to rudder post 23
NAVIGATION INTERFACE Some NMEA 0183 data sentences supply heading from the beginning of track to the end of the track, which remains constant until the Nav Device sequences to the next waypoint. This is the best type of Heading To Steer information, as it prevents the wandering which may occur when the vessel is close to the destination waypoint as described earlier.
The variations of NMEA 0183 which are currently supported by the autopilot along with the information the autopilot uses from that sentence are listed below: RMA Loran C Navigation Information - Receiver Status plus Vessel Speed plus Variation RMC GPS Navigation Information – Receiver Status plus Vessel Speed plus Variation The RMA or RMC data sentence is always combined with the RMB data sentence.
The vessel's speed is read from the RMA or RMC data sentence or one of the following: VBW Vessel Speed relative to water from Dual Doppler Speed Log. VHW Vessel Heading and Water Speed VTG Vessel Track and Ground Speed CROSS TRACK ERROR RESPONSE The response of the autopilot is set with the master select switch in the NAV position.
CHECKSUM EVALUATION During testing it was discovered that some Navigation Devices incorrectly calculate the checksum, causing the checksum error message to be displayed repeatedly. The RMA, RMB and RMC data sentences contain a 'checksum' which is determined by the contents of the sentence. The autopilot can calculate what the checksum should be and compare it to the sentence. If the sentence was received correctly , the two checksums should be the same.
DOCKSIDE SET-UP INTRODUCTION It is essential that the DOCKSIDE SETUP procedure be performed before taking the vessel out on the water. The goals of the dockside set-up are: 1. To set the limits of the rudder travel. This procedure will be much easier to do if you have a helper, especially if you don't have a rudder angle indicator (R.A.I.). 2. To adjust the R.A.I. 3. To configure the compass. 4. To make sure that the navigation interface is properly connected.
The autopilot will turn on the starboard output for 2 seconds. If the rudder moved to port, the autopilot will sound its alarm and flash the word 'Stbd' on the display. Please note that no vessel will steer properly, especially in rough weather, with an H.O. Time over 28 seconds. For most vessels under 100 feet, we recommend that the H.O. Time be 8 to 16 seconds. 6. Turn the autopilot to OFF, reverse the PORT OUT and STBD OUT leads (terminals 4 and 5) in the distribution box. Start this section again.
CONFIGURING THE COMPASS 2. Press either the up or down ARROW key until the type of compass selected is the same as the type of compass being used. 1. The autopilot will show 'C.SEt' on the display, when the setting of the rudder limits is complete. Press the ADJUST key briefly and the display will change to show the type of compass to be selected. CPS.1 CPS.2 CPS.3 3. Press the ADJUST key. The display will change to show 'C.AdJ' if you have selected either CPS.2 or CPS.3.
SEA TRIALS The purpose of sea trials is to swing the compass, (CPS2 or CPS3) if it is a fluxgate compass, and to check the general operation of the autopilot. CAUTION: A potentially dangerous situation can be caused by the addition or movement of magnets in the vicinity of the compass. This can result in actual deviations being different than those listed on the deviation card. If the vessel has one engine and no bowthruster, slow ahead with the rudder half-way to hard-over is best.
amount of the error using the up or down ARROW keys. Press the ADJUST key. The display will switch to show the current type of compass selected. This should be already correct. The display will change back to show the vessels heading in 5 seconds, which should now be correct. Press the ADJUST key. The display will switch to 'C.AdJ'. If the autopilot is using a ComNav Fluxgate compass, the final adjustment is the heeling adjustment.
Press the ADJUST key once. If the display reads 'SLOW', press either the up or down ARROW key once so the display reads 'FASt'. Make several 40 degree course changes and use the instructions in the "FAST" section above to adjust the slow rudder and counter rudder settings. Increase the vessels speed to its fastest normal cruising speed. See 0 for a graphic representation of correct vessel response during this manoeuvre. Make a 40 degree course change.
If the autopilot is using a ComNav Fluxgate Compass, try changing the heeling adjustment to reduce or eliminate the problem. If the autopilot is using a different brand of fluxgate compass, or a magnetic compass with fluxgate sensor, a qualified compass adjuster will be required to reduce or eliminate this interference. Remember to re-adjust the compass using the automatic method after any change of the heeling adjustment.
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CONTROLS The controls consist of a five position master select switch, and a 9 position membrane keypad. The controls operate as follows: MASTER SELECT SWITCH OFF POWER STEER All power to the autopilot is turned off. The display will be blank. The left three digits of the display show the vessel's current compass heading. The vessel can be steered by using the red and green DODGE & ARROW keys to turn the rudder port or starboard as desired.
The ADJUST key can now be used to change the Rudder, Counter Rudder, Yaw and Turn Rate settings. PILOT NAV The vessel will steer the course indicated on the left three digits of the display. Place the master select switch in this position when the autopilot is being operated with a navigation computer (i.e. GPS, Loran, etc.) which has an NMEA 0183 data format output. The course the vessel is steering can be changed by pressing either the red or green ARROW keys.
of correction applied in half. DODGE KEYS Pressing either the red or green DODGE key will dodge the vessel in that direction. YAW Controls the amount of deviation from the programmed course the autopilot will allow before correcting the vessel's heading. The display will switch to show the vessel's rudder angle. Pressing and holding both DODGE keys will centre the rudder to hold the vessel off course. Release the DODGE key(s) and the vessel will return to its programmed course.
TABLE V: SETTING TURN RATE 0 0.5 DEG/SEC 1 1.0 DEG/SEC 2 1.5 DEG/SEC 3 2.0 DEG/SEC 4 2.5 DEG/SEC 5 3.0 DEG/SEC 6 3.5 DEG/SEC 7 4.0 DEG/SEC 8 4.5 DEG/SEC 9 5.
SPECIAL TURNS When the autopilot is in the PILOT mode, pressing the TURN key followed by either the red or green ARROW key initiates the PRE-SELECTED type of special turn. EMERGENCY TURN pressing the TURN key followed by the red ARROW key. The autopilot will make a 90-degree turn to port. When that turn is complete, the autopilot will automatically make a 270-degree turn to starboard. The function indicator will change to an 'E' until both turns are complete.
U TURN The U-Turn is selected by placing the autopilot in the STANDBY mode, pressing the TURN key, followed by either the red or green ARROW key until the display shows 'U.trn'. This turn is also just what it sounds like, a 180 degree turn. A U-Turn to port is initiated by placing the autopilot in the PILOT mode and pressing the TURN key followed by the red ARROW key. The vessel will turn to port at the rate determined by the Turn Rate control.
OPERATION To tell if you have the most current version of the autopilot program, call the factory with the software revision number displayed. If you do not have the latest version, we will be able to tell you how to have your autopilot updated. For one second the first thing you will see when the autopilot is turned on is the software revision number. Example: '01.09'. This will tell you the version of the computer program in your autopilot. STANDBY The first operating mode is STANDBY .
See the NAVIGATION INTERFACE section of this manual for more information. To display the battery voltage supplied to the autopilot, press the ADJUST key four times. To change the type of special turn (Emergency turn, Continuous turn, or Uturn) that will occur when you select a special turn in the PILOT operating mode, press the TURN key followed by either the red or green ARROW key. To turn the checksum evaluation of the RMA, RMB and RMC data sentences on or off, press the ADJUST key five times.
Rudder Travel can be measured using an analog Rudder Angle Indicator (if one is fitted), or by measuring the stroke of the hydraulic cylinder (Cylinder Stroke) and the distance from the center of the rudder post to the point on the tiller where the cylinder attaches (Tiller Arm Length). Then calculate the hard-over to hard-over Rudder Travel using the following formula. To set the hard-over to hard-over Rudder Travel, press the ADJUST key twice.
THE SPEED SENSITIVITY IS TURNED OFF by either manually switching the autopilot from SLOW to FAST, from FAST to SLOW, or by rotating the master select switch to STANDBY and pressing the ADJUST key once. The display will change to show 'SP: x'. Press the down ARROW key until the display shows 'SP: 0'. TO CHANGE THE VESSEL'S COURSE BY ONE DEGREE, press and release the red or green ARROW key.
If the autopilot is using a Magnetic Compass, problems could be caused by the compass not having been swung by a qualified compass adjuster; the card may be sticking because of a worn pivot; or the compass may not have been swung properly the first time. The factory settings for Rudder, Counter Rudder, Yaw and Turn Rate are 3, 3, 1 and 6 respectively.
NAV autopilot will then turn the vessel to the new course. The next operating mode is NAV. If you have a GPS, Loran or other navigation computer interfaced to the autopilot, program in a waypoint, tell the computer to begin navigating towards the waypoint from the vessel's present position, and turn the autopilot master select switch to NAV. HINTS If the heading to steer can be in degrees magnetic or degrees true, select degrees magnetic and be sure the variation is entered correctly.
REMOTE CONTROLS If you have mechanical steering, you can disengage the clutch on the drive unit and return to hand steering by selecting the STANDBY mode. To use the remote control, leave the autopilot in the PILOT mode when you go up to the flying bridge. This will leave the vessel under control. At the flying bridge, press both pushbuttons on the remote control and hold them down for one second until you see the command point move to the REM position.
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REMOTE CONTROLS COMNAV 101 REMOTE CONTROL This remote control plugs into the remote receptacle on the rear of the autopilot. Control is taken at the remote by pressing both its pushbuttons for one second. The command point on all LCD displays will move to the REM.1 position. Place the master select switch in the PILOT position. The autopilot is now steering the vessel on its current heading. A display, master select switch, pushbuttons, and a DODGE/TURN toggle switch are also included.
The back of the remote provides two key-hole slots which can be used to either temporarily deposit or permanently mount it on any suitable location. To change the vessel's course by one degree, press and release either the red or green pushbutton. To change the vessel’s course by 10 degrees per second, press and hold either the red or green pushbutton. The vessel will turn to the new heading at the current Turn Rate setting.
Table VI - 101 REMOTE Cable Connections Wire Colour Terminal Number Plug Pin Number Shield 1 11 Pink 2 3 White 3 10 Brown 4 2 Violet 5 5 Grey 6 12 Green 7 9 Red 8 8 Yellow 9 7 Black 10 6 Blue 11 4 52
COMNAV 201 REMOTE CONTROL This remote control plugs into the remote receptacle on the rear of the autopilot. Control is taken at the remote by pressing both its pushbuttons for one second. The decimal point on the 1001 Control Head display will move to the REMOTE position. The Standby mode is a safety feature that allows the remote station to de-activate the autopilot output to the steering drive unit.
COMNAV 211 REMOTE CONTROL This remote control plugs into the remote receptacle on the rear of the autopilot. Control is taken at the remote by pressing both its pushbuttons for one second. The decimal point on the 1001 Control Head display will move to the REMOTE position and the decimal point on the 211 Remote display will move to REM.1. The Standby mode is a safety feature that allows the remote station to deactivate the autopilot output to the steering drive unit.
ERROR CHECKING THE AUTOPILOT WILL DISPLAY AN ERROR MESSAGE AND SOUND THE ALARM WHEN ANY OF THE FOLLOWING CONDITIONS EXIST: The checksum in one of the RMA, RMB or RMC data sentences is set incorrectly or there is a transmission problem between the navigation device and the autopilot. CHECKSUM ERROR If you choose to continue using the interface, the checksum evaluation can be turned off by rotating the master select switch to STANDBY and pressing the ADJUST key until the display shows 'cn:ON'.
One or more of the keys on the front panel are stuck in the closed position or a remote may have a faulty pushbutton. FRONT ERROR PANEL The autopilot or remote can be used by pressing ALARM CLEAR, however, some functions may not work properly. If the test of the permanent memory indicated that one or more of the bytes of data stored were not correct, a number of controls are reset to pre-determined values.
The autopilot has detected that its input voltage has dropped under 10 VDC. LOW ERROR POWER Check for proper alternator operation, batteries low on water, or some other condition that has caused the input voltage to drop. The computer is not receiving any data from the compass. NO COMPASS DATA ERROR Check that the compass is plugged into the autopilot. The autopilot is operable in non-autopilot modes only (i.e. STANDBY or POWER STEER).
The portion of RAM memory used for temporary data storage tested faulty. RAM ERROR MEMORY The autopilot is not operable. The autopilot has detected a problem with the rudder follower. RUDDER FOLLOWER ERROR Check for broken, disconnected or shorted wires, or a defective rudder follower. The autopilot will switch to using the Ghost Rudder program to control the rudder when the master select switch is in the PILOT or NAV position. The digital and analog rudder angle displays will not function in any mode.
PROBLEM SOLVING Several different problems and possible solutions are outlined below. If the recommended solution does not solve the problem, return the autopilot to an authorized service centre. THE AUTOPILOT NOT TURN ON. DOES Check for power reaching the distribution box. Check the main fuse or breaker panel. Check that the main interconnect cable is properly plugged into the rear of the autopilot. Check the fuse in the autopilot distribution box. If it is blown, replace it with a 5 X 20 mm 3.
THE AUTOPILOT TURNS ON, BUT DOES NOT TURN THE RUDDER. (continued from page 56) Check for full output voltage on the SWITCHED PWR line with autopilot in the POWER STEER mode. The yellow SWI POWER LED in the distribution box should come on when the master select switch on the autopilot is in the POWER STEER or higher mode. Check that the voltage on the PORT OUT and STBD OUT lines drop to less than 1.5 volts when their respective keys are pressed. Check the rudder drive for correct operation.
THE AUTOPILOT STEERS POORLY ON ALL COURSES. Watch the card on the autopilot compass to make sure that it follows the vessel’s movements properly. If the card seems to turn with the vessel for a few degrees, and then come free, either the pivot or jewel in the compass may be defective. THE REMOTE CONTROL DOES NOT WORK AT ALL. Check the 'Remote in Command' point to see if the remote is in control.
ADDENDUM A Connecting a 1001For 2001F Autopilot System to a KVH AGDC DIGITAL 48 47 46 45 44 43 42 41 40 39 38 60 37 59 58 57 56 55 54 53 52 51 50 49 GYRO COMPASS 25 26 27 28 29 30 31 32 33 34 35 13 36 14 15 16 17 18 19 20 21 22 23 24 1 2 34 56 78 9 10 11 12 62
CE COMPLIANCE This product has been tested and is in compliance with the Electro-Magnetic Compatibility (EMC) standards of the European Community and bears the CE label. It has been tested according to the applicable sections outlined under; Technical standard #IEC945/EN60945 Marine Navigational Equipment General Requirements Applicable sections for methods of testing and required test results are; Section 4.5.4: Radiated interference Section 4.5.
LIMITED WARRANTY AGREEMENT Congratulations, you have purchased sophisticated and sensitive marine navigation equipment (the "Equipment") manufactured by ComNav Marine Ltd of #15 - 13511 Crestwood Place, Richmond, British Columbia, Canada, V6V 2G1 ("ComNav"). LIMITED ONE YEAR WARRANTY.
NOTICE OF DEFECT. The Limited Warranty and the Extended Limited 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 1-604-207-8008, and is received by ComNav within ten (10) days of the date upon which the defect first became known to the Purchaser.
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MANUAL PUBLISHED BY: COMNAV MARINE LTD #15 - 13511 Crestwood Place Richmond, BC CANADA V6V 2G1 TELEPHONE: 604-207-1600 FACSIMILE: 604-207-8008 E-MAIL: sales@comnav.com WEB SITE: www.comnavmarine.
MANUAL CHANGES DECEMBER 27, 1996 1) PAGE 31 - A STERNER, MORE DETAILED WARNING WAS GIVEN REGARDING RESIDUAL AIR AS WELL LEAKING FITTINGS AND EQUIPMENT. 2) PAGE 15 - WARNING ADDED ABOUT ATTAINING A 10 TO 15 SECOND H.O. TIME. FEBRUARY 12, 1997 - CE CERTIFICATION DETAILS ADDED MARCH 17, 1997 PAGES 5, 6 & 7 - NEW WARRANTY POLICY December 14, 1998 Converted to Word. Removed all 1001M information & W/F references April 28, 1999 Removed all old drawing and replaced with new KVH Gyro Trac drawing.
