STEERING SYSTEM

INTRODUCTION The Steering System consists of the Sperry Universal Gyropilot Control Panel and the Steering Hydraulic System. The hydraulic portion of the system consists of two independent systems that are connected to the common steering ram piping. These two systems work in conjunction to allow the ship to be maneuvered. The steering gear or hydraulic system may be operated in various locations of the ship, from the Pilot House, from the Winch Control House and the Steering Gear Room. FUNCTIONAL DESCRIPTION Universal Gyropilot Control Panel The Universal Gyropilot Control Panel consists of the electro-mechanical heading selector components, non-follow-up controller module, a dimmer control circuit and a gyropilot computer control panel. HEADING SELECTOR COMPONENTS The heading selector components visible from the outside of the panel include a fixed index (lubber line) that represents a fore-aft axis of the vessel, a repeater dial that displays the gyrocompass heading under the lubber line and heading pointer that points to the selected heading. (When the vessel is on the selected heading, the heading pointer and lubber line are lined up). A HEADING ORDER control knob is used to position the heading pointer when a change in heading is desired. A HEADING SYNC control is used to synchronize the repeater dial with the ship's gyrocompass on initial start-up. Within the panel is a step motor which is controlled by the gyrocompass. Synchro(s) supply heading error data to the gyropilot computer. An integrator reset switch resets the integral function in the rudder order computer when the change in selected heading is greater than (10) degrees. NON-FOLLOW-UP CONTROLLER MODULE The Non-Follow-Up Controller Module consists of a three-position (Left-Off-Right) self centering rotary switch and two (2) lamps which furnish illumination. The switch overrides all other modes of operation. When the switch is in the center position, the steering mode is determined by the Mode Selector Switch. For continuous NFU operation, NFU position must be selected on the Mode Switch.

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 1

GYROPILOT COMPUTER CONTROL PANEL The Gyropilot Computer Control Panel, which is located behind a hinged cover, contains the following controls for the Gyropilot Computer and is operational only in Gyro mode. Integrator Switch Switch resets the integral function in the OFF position. In ON position, the integrator in the Rudder Order Computer starts computing a new, continuous average heading error signal after large heading changes are made. This function is also performed automatically by a reset switch that is cam actuated by the Heading Order control for heading changes larger than (10) degrees. Weather ADJ Potentiometer Calibrated in increments between (0) degrees and (5) degrees to control the sensitivity (amount of heading error permitted before rudder ratio is increased ). A setting of (0) degrees provides maximum sensitivity and a setting of (5) degrees provides minimum sensitivity. In calm seas the potentiometer should be set to (0) degrees for best steering performance. In rough seas, where there is considerable yaw, the potentiometer should be set to correspond to the number of degrees of natural yaw motion from the base heading. Rudder Multiplier Potentiometer This potentiometer has settings between (1) (minimum gain) and (3) (maximum gain) that vary the gain of the summing amplifier in the Rudder Order Computer. This potentiometer controls the amplitude of the heading error plus rate signal to provide operator control of the rudder ratio for optimum performance. The higher settings cause the ship to respond more quickly to heading error by ordering larger rudder angles. Use an initial setting of 2. This potentiometer should be set to the minimum setting that will prevent the ship from wandering from its ordered heading in calm water. Operation at reduced ship's speed usually requires a higher setting. Rate Multiplier Potentiometer This potentiometer controls sensitivity of the Rudder Order Computer to changes in the rate circuits. The clockwise position provides maximum sensitivity and the counterclockwise position provides minimum sensitivity which is (50) percent of the maximum. Normally a setting of 1.0 should be used for light draft and 2.0 for full draft. Rudder Limits Potentiometer This potentiometer is used to set the limit of rudder movement, right or left, between (5) and (45) degress in gyro mode only. Position, as desired, to set the limit of rudder Daniel Robson Chief Engineer T/V KINGS POINTER Steering System Revised: 6/21/01 Page: 2

movement in GYRO operation. Fifteen (15) degrees is sufficient for heading keeping and normal heading changes.

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 3

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 4

UNIVERSAL GYROPILOT HELM UNIT The Universal Gyropilot Helm Unit consists of the helm order unit, rudder order indicator, system selector switch module and mode switch module. Helm Unit and Rudder Order Indicator The Helm Unit consists of two (2) synchro transmitters mechanically geared to the steering wheel. A panel-mounted rudder order indicator is geared to the steering wheel through a toothed belt drive. When the mode selector switch is in HAND position, the vessel's rudder comes to the position ordered on the rudder order indicator. The wheel drives a gear train that position the rotors of the synchro transmitters. A break on the wheel shaft provides the necessary restraint to enable the helmsman to position the steering wheel accurately and to hold it steady. A slip clutch couples the wheel to the gear train and a mechanical stop in the gear train prevents the synchro rotors from driving more than 45 of rudder order from the zero position. If the steering wheel is turned past this rudder order position, as indicated on the rudder order indicator, the clutch will allow the steering wheel to continue to rotate, but the synchro rotor movement will cease. As soon as the wheel is moved in the opposite direction, the mechanical stop disengages and the rudder responds immediately to the new rudder order. The helmsman may steer by the gyro repeater in the Gyropilot, or from the magnetic compass. System Selector Switch Module The System Selector Switch Module is provided for duplex steering systems to select the desired system or power unit (port and stbd.) or turn the system OFF. The module consists of the rotary switch, a lighted panel, lamp circuit and lamps. The switch provides switching between the port and stbd power supplies, remote starting contacts and switching of synchro excitation from one set of synchros to the other. The lighted panel includes markings (SYSTEM, PORT PW AVAIL, PORT PUMP ON, STBD PWR AVAIL, STBD PUMP ON, PORT, OFF, STBD) each illuminated by a separate miniature lamp mounted on the circuit card. The brightness of these status lamps is controlled by a dimmer potentiometer on the gyropilot helm unit mode switch module. The mode switch module permits selection of the four (4) types of steering control (gyro, hand, NFU and remote lever). The switch provides switching between the heading set and rudder order synchros, connects the rudder order computer to the system in GYRO and disconnects the rudder servo amplifier in NFU. GYROPILOT COMPUTER The gyropilot computer converts heading error or rudder order data into control signals for the rudder-positioning equipment. The computer consists of a group of modules, a power supply, dual-channel demodulator, rudder order computer, rudder servo amplifier and solid-state relay, which are mounted in a rack in the Pilot House console. Daniel Robson Chief Engineer T/V KINGS POINTER Steering System Revised: 6/21/01 Page: 5

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 6

RUDDER REPEATBACK RUDDER ANGLE TRANSMITTER The Rudder Repeatback/Rudder Angle Transmitter contains a torque synchro which generates a rudder position signal for driving rudder angle indicators and a repeatback potentiometer which is used with other steering equipment to position the rudders to a predetermined angle. The rudder repeatback signal is connected to an amplifier in the steering control equipment where it is compared to a rudder order signal; when the rudder order and repeatback signals are equal, rudder movement stops. The rudder angle indicator synchro transmitter is in a separate box, and separate power from EMG SWBD via Circuit "N". Also contains the electrical stops which should be approximately 2 from the positive mechanical stops. STEERING SELECTOR SWITCHBOX The Steering Selector Switchbox, located on the forward bulkhead of the Steering Gear Room, determines whether control of the steering systems (port and stbd) is in the Steering Gear Room or the Pilot House. It has a three (3) position selector switch (PORT AFT, STBD AFT AND FWD); it also incorporates local NFU control for the port and stbd. steering gear systems. During normal operation, the selector switch will be in the FWD position, allowing port and stbd. steering gear start/stop control by the system selector switch module of the gyropilot helm unit located in the Pilot House console; it also transfers operational control to the Pilot House. In local control (PORT AFT, STBD AFT) the steering gear is started at the local controller. Control of the steering gear is accomplished by the local NFU control for the selected system. STEERING GEAR CYLINDERS The steering cylinders have chrome-plated cylinder bores and chrome-plated stainless steel piston rods. The piston is fitted with "U" cup type piston seals. Piston rods and cylinder anchors are fitted with spherical bearings. The steering gear is capable of moving, stopping and holding both rudders at any angle, while moving ahead or astern in free route at full propeller revolutions per minute and is capable of moving rudders from 45 degrees on either side to 40 degrees on the other side in 28 seconds. HYDRAULIC POWER UNIT The hydraulic power unit is based on a single tank with two (2) separate compartments. Each motor/pump draws oil from the compartment beneath it and discharges into a Daniel Robson Chief Engineer T/V KINGS POINTER Steering System Revised: 6/21/01 Page: 7

common return header that returns oil to both compartments through (25) micron filters. This provides maximum cooling by circulating oil through both compartments. The center bulkhead between compartments has overflow ports at top so oil entering compartment for which motor is not running overflows back into running motor compartment. The compartment for running motor will show an oil level several inches lower than the other. The return header has a ball valve in center that is normally open. By closing this valve, all oil returns to the same sump it was pumped from while the other is being serviced, including draining the compartment. The hydraulic oil reservoirs have a capacity of 110 percent of the hydraulic system. Each tank compartment is fitted with an oil level switch, which is set to operate about (5) inches below tank top or when oil reaches bottom of sight glass. DIRECTIONAL VALVE ASSEMBLY Oil from pump flows to the manifold directional valve assembly. Oil flows through an inline (65) PSI check valve that provides the back pressure (pilot pressure) required to operate the directional valve spool. Oil from pump flows to a port in manifold block then into relief valve contained in the module, sandwiched between manifold and directional valve. The system relief valve is set at 1,100 PSI. From relief valve oil flows into the directional valve and back through relief and manifold where it exits and on to the back pressure check valve. PILOT DIRECTIONAL VALVE The small electric solenoid pilot directional valve directs oil to shift the main directional spool just below it. The system may be operated during emergency or during testing by shifting the direction valve spool manually. To do this, use a tool such as a Phillips Screwdriver to push in on the small plunger located in the end of the small piloting electric solenoid valve. This causes the directional valve to respond exactly as though it has been energized by an electrical current. COUNTERBALANCE VALVES On the backside of each manifold are two (2) modified counterbalance valves. These valves act to hold the steering cylinders in position and prevent cylinders from moving ahead of oil flow from pump. CROSSPORT RELIEF VALVES The hydraulic system is equipped with two crossport relief valves, which have a setpoint of 1300 PSIG. The purpose of the valves is to prevent over pressurization of the system and cylinders in the event there is no demand for rudder movement {pump discharge ported directly to the sump via the 4-way valve) and an external force is applied to the, rudders causing system pressure to reach 1300 PSIG. The valves allow pressure to be relieved to the sump.

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 8

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 9

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 10

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 11

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 12

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 13

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 14

Daniel Robson Chief Engineer

T/V KINGS POINTER Steering System

Revised: 6/21/01 Page: 15