10 Things to Consider While Using Auto-Pilot
System on Ships
ByRaunekAugust 12, 2021Marine Navigation
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Back in the old days of merchant shipping, the ‘Quarter Master’ was
a vital member of the Bridge team. ‘Quarter Master’ was the title
given to the able bodied seamen whose primary responsibility was
to steer the ship according to the Master’s and Officer’s helm orders.
Quarter Masters kept watches and took turns on the helm all day
when at sea. This practise continued until automation took over in
the field of navigation. The significance of Quarter Master almost
vanished off when the revolutionary equipment ‘Auto-Pilot’ was
invented. It was during the early 1920’s when an automated
steering and helm control system was introduced onboard merchant
ships.
Auto-Pilot system is considered as one of the most advanced and
technically sophisticated navigational equipment tools on ships.
Auto-Pilot is synchronised with the Gyro Compass to steer manually
input courses, with reference to the gyro heading. Auto Pilot steers
the manually input course by controlling the steering gear to turn
the rudder in the required manner. Furthermore, modern auto-pilot
systems are capable of being synchronised with the Electronic Chart
system (ECDIS) enabling to follow the courses laid out in the Voyage
plan. This feature cuts out the need of manual course changes and
alterations as the system will follow the courses and alterations as
per the voyage plan.
Auto-pilot system is surely an undeniable boon in modern
navigation. However over-reliance on the equipment and poor
comprehension of its efficiency and limitations has resulted in
several accidents at sea. This was also because of the inability of
the operators to study the equipment beyond its basic features.
The below notes are a brief outline of 10 important points to be
considered while operating Auto-pilot system onboard for safe and
smooth navigation.
1. Rate of Turn and Rudder Limits
The method of turn is the most important control of the Auto-Pilot
system. The system will use the selected turn method for course
alterations. The user can input the limit of such turn methods, which
are as follows
a. Rate of Turn
This is the most commonly used turn method. In this method, the
user can set a value of turn rate between 1-300 degrees (varies on
different models). When turning, the rudder will move as much as it
takes to attain the required turn rate without exceeding the set
value. The officer must consider the vessel’s manoeuvring
characteristics and set a value safe for the vessel.
b. Rudder Limits
Rudder limit method allows the user to set a value from 1 degree to
the max rudder angle. In this method, while altering course the
rudder will not exceed more than the set limit. Again, the vessel’s
manoeuvring characteristics should be considered while choosing
the rudder value.
Modern systems allow turning by radius as well. In such method the
user can input turn radius in nautical miles.
2. Steering Gear Pumps
Steering gear pumps are used to pump hydraulic oil to actuate the
steering gear unit (RAM) which in turn moves the rudder in the
required direction. That means, when more pumps are running, the
rudder will move more swiftly. The number of pumps available
varies as per the steering gear unit.
The officer of watch should be aware of the pumps and use it wisely.
If operating the auto-pilot in areas with traffic density where sudden
and swift alterations are required, maximum steering gear pumps
shall be running.
In ocean cruising and open sea navigation with less traffic, the
pumps running shall be reduced to its minimum.
3. Off Course Alarm
An off-course alarm serves for the purpose of notifying the operator
if there is any difference in the set course and the actual heading of
the vessel. The user can manually set the required amount of
degrees, after which an alarm will sound to notify the user that the
set degree of difference has exceeded.
However, the user has to keep a check on the course changes as in
some cases when the gyro compass wanders its course, the auto-
pilot will follow the wandering compass and fail to sound the alarm.
4. Manual Mode
The steering controls of the system can be categorized as Automatic
and Manual mode. It allows the ship to be navigated either in
Manual mode or Automatic mode by switching the controls.
In Manual Mode, the vessel can be hand steered by using the
Follow-Up Helm or a Non-Follow up emergency tiller.
Hand steering is used when the ship is maneuvering, and navigating
in restricted waters, channels and areas with traffic density traffic
density.
NFU tiller when used will move the rudder in a desired direction but
not to a specific angle. This is used in case of emergencies.
The user must be familiar with the procedure of inter-switching from
Auto and Manual modes.
5. Traffic Density
The use of Auto-Pilot is not recommended when navigating in areas
with high traffic density, narrow channels and traffic separation
schemes and other restricted waters. The auto pilot may not be
efficient enough to turn the vessel spontaneously while navigating in
such areas demanding swift alterations and manoeuvres to avoid a
collision or close quarter situation. If the auto-pilot is used in such
cases, all the steering gear pumps shall be switched on for better
rudder response.
6. Speed
The system works inefficiently on reduced speeds. The use of the
auto-pilot is not recommended when the ship is manoeuvring or
steaming in very less speed.
The system allows the users to synchronise with the Speed Log to
receive feeds on the ship’s speed. The users should keep a check on
the speed log as any error in the log speed will reflect in the auto-
pilot system.
The system also allows the users to manually input the speed, when
doing so it is important to set a value as close as possible to the
actual speed of the vessel.
7. Weather Conditions
Rough weather and hostile sea conditions have adverse effects on
the performance of the auto-pilot. Uncontrolled yawing of the ship
can result in excessive rudder movement. Modern auto-pilot system
has Weather control option in which the system automatically
adjusts the setting to adapt to the changing weather and sea
conditions. It also provides an option for the user to manual set a
specific value.
8. Gyro Compass
The Auto-Pilot system is functionally dependant on the Gyro
Compass. If there is any error or fluctuation in the gyro heading,
there will be an equivalent change in the course steered. In worse
cases, when gyro fails, the system will lose track on its heading and
will be unable to steer the required course.
In any case of emergency, power blackout or gyro failure the system
should be immediately changed over to Manual mode and use the
helm to steer the course using Magnetic compass.
9. Important Alarms and signals
Apart from off course alarm, an auto pilot must be integrated with:
a. Failure or reduction in power alarm, which will sound in the event
of auto pilot failure or in case when there is reduction in the power
supply to heading control or monitoring system
b. Sensor status monitoring: If any of the sensors in the auto pilot
system fails to respond, it should be indicated by an audible alarm
in the monitoring system
c. Heading monitor: If the ship is required to carry two independent
compasses, a heading monitor to track the current heading
information by independent heading sources must be provided. An
audio-visual alarm both to be provided if the heading information in
use diverts from the second heading source beyond a set limit. It
should also be provided with clear indication of actual heading
source.
10. Important Limitations: The auto pilot system must be such
that the preset heading cannot be altered by intentional
intervention of onboard personal and the heading control system
should change the course to preset heading without overshooting its
position
As we have stated above, auto-pilot is an undeniable boon in
modern navigation. It is the responsibility of the officers to ensure
that they are completely aware of the equipment and its features
and controls to make a proper and efficient use of it. Despite the
fact that auto-pilot systems varies in model from ship to ship, it’s
working principle and features will be the same. Deck officers
making use of the equipment are strongly recommended to read the
manufacture’s operating manual to get a thorough understanding of
the equipment.
