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(DG) MKII Wheel Drive Slips Engaged/Sticks Disengaged

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I've had the MKII drive unit for over 10 years, during which time it has been very dependable, except in rough conditions when it slips. I've adjusted the clutch in the past to minimize this. Recently it started slipping a lot, but after trying to tighten the clutch it now sticks while disengaged and still slips while engaged. By the way, when it slips it makes a pretty awful grinding/screeching sound.

I see that I can still buy replacement belt and clutch kit. Will that do the trick? Or do I need to replace the whole drive unit?

Engine data to i70s

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Hey all. I have an Axiom 7RV. Connected my backbone I also have a Ray60 vhf, a fusion head unit and an i70s. I'll also be adding an itc-5 too utilize the sensors from my old st60 tridata.

I have engine data showing on a very old B&G Network Engine unit. Does anyone have any experience retrieving engine data from this type of system into the n2k network so I can see it on my i70s? I'd like to have all new instruments!

Oh, the engines are two Crusader 454 EFI.

Thanks for any help!

MkII Wheeldrive slips when clutch engaged

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Check the belt tension ir correctly adjusted,
click here to confirm the method used.

The other effect that will happen over time is that the wheel drive will accumulate salt deposits and general debris inside the mechanism which affects the smooth operation of the rollers and belt arrangement, the drive will benefit from occasional sluicing out with fresh water.
Simply pour a jug of lukewarm fresh water over the rim of the drive unit where the two halves of the drive ring attach to the steering wheel, (not over the motor and electric cable obviously!). The fresh water will run through the inside of the wheel drive around the belt, the rollers and the bearings and will generally flush out light deposits.

You may find that this will ease the operation of the unit and clean the surfaces that the ball bearings run on, giving both a smoother action as well as eliminating any screeching or grinding noises.

In the event this does not restore normal operation, the drive will need to be opened to remove stubborn deposits and to check the condition of the bearings, if this is beyond your scope, please return the unit to Raymarine’s Product Repair Center to be bench checked / serviced.

To open the drive unit, remove the Steering wheel from the pedestal, unscrew the mounting clamps attached to the wheel spokes and separate the front ring from the rest of the wheeldrive. At this point you can see the bearings as well as the clutch lever roller and the belt tensioner roller.

Slowly rotating the drive you should be able to see the source of the noise, it may simply be more stubborn salt deposits, which when cleaned resolve the problem. However, it may be the bearings of the clutch lever roller, or belt tensioner roller, in which case the unit should be returned to Raymarine’s Product Repair Center, or an approved Raymarine dealer for service.

RAYFAQ#

[CA] Autopilot not steady, constant small corrections

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I have an evolution EV-1 with and ACU300. Hydraulic steering. Just recently updated to Lighthouse 19. Since the update the autopilot makes constant 1-2% course corrections. This happens in calm seas and in all three sensitivity modes. Any idea on how I can get it to just steer straight?

Thanks

[CA] Slave and master

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My system concist of a es78 and es75, x10 pilot, itc5 and a raystar 130 all connected to a backbone using spur lines, everything as been updated to the latest update. Both plotters can see each other but i cannnot set one as master and the othet one to slave also i cannot see my radar (rd418hd) wich is connected to the es78 from the es75. Any help would be appreciated.

[CA] Using EBL/VRM independently

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Is it possible to set the EBL and VRM independently to perform things like radar-assisted turns? Our older system could do that, but so far, I haven't been able to find a way to do that with the newer (E-series) system.
Thanks.

[CA] Need help in uploading routes to Axiom

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I am new boater therefore I am very uncomfortable in going out on my boat without routes pre-planned and uploaded into the navigation unit. I recently upgraded my electronics to safer on the water. However, I cannot upload routes in the new Axiom that I just had installed in my boat. I am using OpenCpn to plan routes and save as *.gpx files. The Axiom using Lighthouse 3.2 will accept the waypoints that I have saved. However, when I attempted to upload a route, it fails and then when I check the Axiom, only the one of the waypoints from the route was uploaded. What can I do get routes upload into the Axiom?

Identifying sources of electrical interference

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Electrical interference onboard a boat can have many effects, random or erratic equipment operation, loss of performance, complete loss of sensor signals or constant resetting of displays. The cause can be many and various and there is rarely a single quick fix.

A steady process of logical elimination is required, also what may work on one boat will not necessarily work on another. Each case is individual and specific to the boat, the installation, the cabling and small variances in cable runs, location of product etc..

The first area to be checked is the Power supply to the equipment.
Voltage level alone is not the sole determining factor for stable operation of equipment. The power requirements (P=IV) of the equipment must additionally be satisfied.
- loose, corroded, or poor electrical power connections, defective in-line fuses or fuse holders, fatigued or damaged cables will all have en effect ... inspect from the unit's power cable right through the distribution / breaker panel, through to the batteries. any high resistance joint or switch will drop some voltage and restrict current flow, thereby affecting the product. Check all connections both positive and negative. If the voltage is lower than the battery voltage, run a temporary heavy duty cable direct from the batteries, through an in-line fuse to the equipment,bypassing all other electrics onboard - if this fixes the issue then there is some problem still with the power distribution onboard. click here for further information regarding power supplies.

- the gauge of the wire used supply power or ground to the panel and/or MFD are of insufficient grade ... click here to view a web page addressing wire gauge.
- weak battery(s) ... have the batteries load tested, note that even when almost discharged a battery will still show 12v, however as soon as a load is attached the voltage will drop almost immediately and little current will flow. A fully charged 12v battery will register 13.6v.
- the regulated power supply cannot supply sufficient current to satisfy the power requirements of the unit
Remember that if there is insufficient voltage there will also be limited current to power the equipment

A poorly charged battery will also not be effective in providing a smooth and stable power supply that electronic equipment requires.

Electrical noise can become superimposed on the power supply to equipment and this can trigger shutdowns or erratic performance too. click here for further information

Other equipment onboard could be triggering this electrical noise and by turning off all other equipment, unplugging shore supply or even running the affected units from a completely independent battery, this may be isolated. Examples can be bow thrusters, electric pumps and motors, generators etc, all of which can trigger brownouts onboard affecting electronic equipment. Once the source is identified, power circuits can be re-routed, seperate batteries installed or alternative arrangements made to enable a stable supply to be provided for the electronics.

Charging systems or inverters can output a 'ripple' onto the power supplies and this can be enough to trigger issues, in this case power supply conditioners, previously referred to, will help smooth the supply.

Cables carrying high voltages or currents bundled with power supply cable to electronics can also induce electrical noise into adjoining cables, often separating these cables by 6" or so can be enough to eliminate the issue.

RAYFAQ#

identifying RFi (Radio Frequency interference)

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Radio frequency Interference (RFi) can affect any installation and can very from boat to boat, although in fact it only affects a small proportion of boats and installations. Some boats may be heavily affected, yet others - which could be the same type and have equipment installed in exactly the same way, are completely unaffected.

RFi is generally high frequency signals emitted by 3rd party sources affecting the operation or performance of the electronic equipment onboard. Most equipment has some form of shielding or grounding to protect against this effect, but this can only offer limited protection depending on the frequency and amplitude of the RFi

RFi can also be caused by ESD (ElectroStatic Discharge), such as near lightning strike or EMP (ElectroMagnetic Pulses)

RFi can be generated by many different sources and can affect a system in many different ways, so a steady process of logical elimination is required, also what may solve the problem on one boat will not necessarily work on another. Each case is individual and specific to the boat, the installation, the cabling and small variances in cable runs, location of product, grounding and connection of drain wires should all be checked.

RFi can be induced in a system through three main routes, Conducted, Induced and Radiated

Conducted RFi is where the interference is triggered in the cables by equipment connected to the cables, it can be triggered by operation of reversing motors, switching systems, battery chargers, inverters, in fact anything that is electrically powered. Simple solutions such as fitting ferrites can often resolve the issue directly,
click here for further details.

Another simple solution such as checking the drain wires and correct grounding could also be used,
click here , for further information.

In all cases of conducted interference, temporarily powering the affected equipment from a completely isolated power source, (a well charged battery is best), will confirm if this is the cause.

Induced interference is where the source of interference is not directly connected to the affected equipment. This can happen when cables are bundled together in a loom, so if some of the cables are carrying high power signals or large reversing currents they can emit strong enough signals which will then be picked up by adjoining cables and the interference will then be imposed on the adjoining cables. checking the solutions suggested above may help.
In severe cases, sleeving the affected cables in a braided metallic sheath, which is then bonded to the ground dynaplate will offer good protection against induced RFi
Separating the relevant cables by 6" or more will usually eliminate the effect of Induced interference.

Radiated interference is the result of equipment emitting airborne signals which trigger erratic operation or faults in the equipment that it impinges on. It can be caused by poor quality vhf Cable connectors or cable, poorly screened or Earthed vhf or SSB transmitters or even faulty equipment. Isolating the source will identify the cause and indicate the appropriate solution, for example replacement cables, relocation of antenna, improved grounding or replacement product.

In all cases, it is likely that assistance may be required, the local Raymarine dealers are better equipped to perform this service … we recommend consulting your dealer prior to bringing equipment to the dealer.
Alternatively please contact Certified Raymarine Installers
If the product is faulty, then contact Raymarine’s Product Repair Center.


RAYFAQ#

[CA] Lighthouse 3 update

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When will the update for Lighthouse 3 update be available for my Gs165?

Deviation, Variation and Heading Offset

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All compasses, whether Electronic or Fluid filled - 'Wet-card' type will be subject to both Deviation and variation which will affect the accuracy and the performance of the compass.

Deviation is caused by local magnetic distortion of the earth’s magnetic field by ferrous materials, electric/ electronic devices, mobile 'phones, loudspeakers etc . . mounted nearby. The Effect of deviation can be reduced by correct location of the compass sensor, click here and and click here for more information regarding compass location and calibration.

The deviation figure displayed by the Autopilot is the measured value of the maximum error plus the minimum error, between the expected compass heading and the measured compass heading, when the compass sensor is calibrated (Linearised). Correction to compensate for this distortion is applied automatically to each heading after the linearisation process is completed, to provide an accurate magnetic heading display.

The electronic compasses, whether the earlier style Fluxgate sensor or the current EV1 or EV2 sensor have the capability to compensate (Automatically Linearise) for local Deviation, whereas typical fluid filled or 'wet card' compasses have to be manually adjusted with magnets by a qualified compass adjuster. You can click here for more information

Variation is the actual local difference between Magnetic North and True North, this is a global magnetic anomaly, the value of variation changes depending on geographical location and date, since the location of Magnetic North changes with time. Variation cannot be compensated for mechanically or electronically, but is a value which is used by navigators to correct locally for True heading based navigation or plotting magnetic based courses onto paper charts which are generally orientated to True North.

Heading offset is a value which is applied to the displayed heading of an electronic compass in order to accurately align it with the correct magnetic bearing.
Typically, once an older electronic fluxgate compass has been linearised, there might be a small but constant positive or negative error on every heading once the deviation has been identified and applied.

The heading offset enables the user to effectively ‘rotate’ the compass through a uniform angle clockwise or anticlockwise to eliminate this constant error and enable corrected bearings to be displayed.

Later electronic compass sensors have built-in heading offset correction and so this manual adjustment is rarely needed.

RAYFAQ#

[CA] I can't Sync my iphone with my Axiom 9

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Hi I have a new Axiom9 that has Navionics installed, i have an iPad and a iPhone with the Navionics app, the Axiom wifi is working, but the data from my phone or iPad wont Sync with the Axiom9, what am I doing wrong :(

axiom 12"RV Offshore deep Capability

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Dear Forum Members

I have an Axiom 12 Rv and an a98 installed in the control panel of my boat, and this weekend we had another step of our Fishing tournament, where bottom fishing bites takes place in a region between 120 and 250 meters deep, and it was impossible for us to see the background or bites.

Question:
with the Axiom 12 RV with transducer RV100 Or with the A98 with transducer CPT100, would it be possible to have some adjustment that would allow us to view this depth using any available Channel ( Dowvision or Chirp) ? If it is not possible, what the best configuration of Tranducer with the Cp470 would be advisable, being that I have fiber hull and would accept to make the holes in the hull. I already studied it in some solutions and it seems that I would spend around USD 3,500 to buy this equipment. Was there anything more accessible that would solve my problem?

Thank You

e125 Display Issues

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My e125 has been operating flawlessly since installed about 20 months ago. Upon using it today, the screen had a series of blue vertical lines, went to a white screen, black screen, etc with no visible patterns. Most the time it was showing the vertical lines or nothing at all. After leaving the e125 on for approximately 1 hour, it went back to the normal screen and operated normally with no other flickers or screen issues.

While the screen was not working, other functions such as GPS seemed to function fine as the data was still being transmitted to other SeaTalk devices.

I have attached a few photos I took while it was not working.

This is a remanufactured e125 I bought from a Raymarine dealer just under 2 years ago. My understanding is that it has a 2-year warranty and I would assume with this behaviour I would need to send the unit back to you for repair. Is that the right next step?

.jpg  IMG_4043.jpg (Size: 79.63 KB / Downloads: 1)

.jpg  IMG_4044.jpg (Size: 62.19 KB / Downloads: 1)

Navionics Platinum+ maps shared between Axiom displays?

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I recently upgraded my system from A-Series 12" displays to Axioms (not pro). With my A-Series displays, I could see the Platinum+ maps from all 3 displays even though I only had the map chip in the data master.

It does not appear to work the same way for Axioms? For some reason I don't seem to see the Platinum plus maps on my other Axiom displays - only on the one with the chip.

Am I doing something wrong or is this expected with these Axioms?

-Tony G

Axiom to Furuno 511 Navpilot

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I just upgraded from an old Raymarine RC435 chartplotter to an Axiom 9" MFD and Quantum radar. The old chart recorder would broadcast GPS position data via the NMEA 0183 to the Furuno 511 Navpilot autopilot system. With the new unit in place, I have put in a NMEA 2K backbone and installed a AMEC NK-80 NMEA 2K to 0183 bridge. My Axiom is now getting at least the ships bearing data from the autopilot, but it does not get ship position data from the Axiom and I can not figure out how to send wavepoint data to the autopilot. According to the furuno it has received an APB (autopilot format B) and HDG (Heading - Deviation & Variation) sentence from the 2K to 0183 bridge. But, I don't get GLC (geo postion), GLL (Geographic position), GNS, or any other location data broadcasts from the Axiom.

My questions are:

Does the Axiom behave like older chartplotters and do a broadcast of that data on the NMEA 2K side? If so what packet is it sending?

Why is the autopilot enable disabled on the Axiom configuration settings? I assume that is why I can't broadcast out the wavepoint data to the Furuno any longer? Does the Axiom only enable this if a device identifies itself as an autopilot? What is needed to enable this option and to start broadcasting data to the Furuno?

Help! L760 Rl70 cables and trunnion mounts.

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Hello,

My friend recently upgraded his systems in his powerboat and gave me a great deal on his old equipment. I have a sailboat, so mounting the SL72 Plus on the mast requires longer cables. I have exhausted all of my internet searchings on cables and trunnion mounts.

I have a center cockpit 42 foot Mapleleaf, so I need some good distance for cables. I already have a GPS unit, but I do not have radar. My goal is to either hook both units up and have a backup GPS, or if that's too difficult, just run the SL72 Scanner and the Rl70 display. So I was wondering if anyone could help;

1- I have the L760 and RL70 screens with the SL72 Plus scanner. Are there current cables and extensions that fit these units from newer applications? I can't find anything used on eBay etc. If so what are these cables, what size and for which unit?

2- The L760 and RL70 were flush mounted in my friend's boat, so I need trunnion mounts for them in my boat. I can't find them anywhere. Are there again current applications that would fit? or a generic brand of trunnion that would fit?

Thank you in advance! Cheers

Axiom Find Function

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On my old E120 MFD I could move the cursor and a "Find" soft key would appear. Selecting this key would bring up a list, including Tides, Current, Ports etc. Selecting one of these headings would then bring up a list. Selecting an item on the list would than display detailed information about the selection.

Perhaps I am missing something but I can not seem to find this type of information on my new Axiom MFD's. If is truly available, how do I access it? If not do you plan to add it to a future release? This was one of my most liked features on the E120 and I would really like to be able to access the same data on the Axiom.

Wind vane showing no wind speed

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I removed the wind vane transducer and refitted it using some dielectric grease to stop any corrosion. Now it shows 3 dotted lines instead of wind speed. The yellow wire voltage to the screen wire is 3.5 volts which is normal. Are there any further tests I can do to check what the problem might be? It was working perfectly before.

GPX file uploads for eS127

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When the GPX data file on a micro sim card inserted into the eS127 is selected to be uploaded to the eS127, where is the data stored?

I want to use two different chart cards, one Navionics and one C-map for the area we are cruising with the uploaded gpx file waypoints.

Is the gpx data uploaded and saved onto internal memory or must I keep the micro sim card from which i am uploading the data in the eS127 at all times?
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