Vessel overview
navigation station - Master RL70C
Slave RL70C in cockpit, relocated 2/09
Starboard instruments
Port instruments
Wind testing (click on photo to enlarge)
Jeanneau SO43
2003 Model
Hull 227
Updated 07/15/2010
Raymarine System
Overview
The vessel has a Pathfinder Plus system of navigation instruments connected via a Hsb2, SeaTalk and NMEA network. The components and their status are listed below:
Device
Product Code
Serial No.
Notes
RL70C display –Master (nav. station)
E52034
0420250
V2.09
RL70C display –Slave (Helm)
E52033
1120089
V2.18
Type 400 Autopilot, model 150?
E12055
0520224
Software upgrade 2003 to V227 by Raymarine (closet aft berth)
Smart Heading System
E12101
1020009
Gyro compass (closet aft berth)
Fluxgate Compass
(closet aft berth)
Type 25 drive (type 2) E81131 420086 tested ok 5/14/10 by Electronics Unlimited of Fort Lauderdale Raystar 125 GPS
E32042
New 6/9/06, wired SeaTalk config.
ST6001+ Autopilot control
E12098-P
0461408
Ver. 4.06, Starboard helm, new ’06
E85001 Interface
behind Nav. station panel, new 07
ST60+ Tridata - master
A2004-A
048281
Ver 1.0, Starboard helm, new 06
AirMar Knotmeter sensor
20-399-01
none
New 06
Depth transducer
unkn
unkn
AirMar - replaced '07
ST60+ Wind - Slave 4/09
A22005-P
0460054
Ver 7.03, Starboard helm , new '06, '08
Wind Vane E22078 0390022 New 6/21/09 along with wire harness ST60+ Tridata -slave
A22005-P
0320030
Ver. 1, Port helm, new 06
ST60+ Wind - Master 4/09
A22005-P
0561032
Ver. 7.03, Port helm, new '06
Radar Scanner
E52010
Mast mounted - repaired by RM Dec '05 after being flooded by rainwater.
SeaTech Navigator Ver 4.1 Build 5540 Laptop via serial port Icon MC402 UPC 731797302696 0105367 SkyMate 100 SCID 2505058796 Dealer CN510133, 3.86 Client Data in red not confirmed.
E85001 NMEA connections provide communication with the following devices:
Device
Notes
Laptop Computer
RS232 serial for SeaTalk out via serial cable, blocks NMEA output on E85001. We have a NMEA cable connected to the master RL70C that is a work-around for getting NMEA output for the following devices (this is necessary, as we understand it, because the RayTech Navigator program on the laptop causes the E85001 to convert data to SeaTalk for the RS232 serial output).
Device
Notes
Icon MC402
uses $**GLL from RL70C for Lat/Lon
SkyMate 100 So far proven incompatible The seatalk circuit in the cockpit appears to be an open ended branch arranged in order from the Smart Heading computer in the following order: ST6001, tridata master, wind master, wind slave, tridata repeater and cockpit RL70C slave. One of the things I've questioned is should that branch be wired as a loop with a seatalk cable (for power) going back to ?? I've talked to several installers, getting a positive yes and no.
History
During new vessel delivery sea trials it was determined that the RL70C plotters were displaying information erratically. The vessel icon would travel along the course line skewed or backwards, the chart display and radar displays were mirrored from each other showing the land to be to port on the chart while the radar overlay depicted it to starboard. The system could be synchronized so it displayed properly only to have it revert to it's initial behavior when re-powered. After hours of cell phone discussions with RayMarine (RM) techs a local service provider attempted to download a program upgrade into the course computer resulting in the computer freezing and being sent back to RayMarine. Their supposition was that the computer software was having problems with the presence of the slaved RL70C. When the system was re-installed it exhibited the same behavior as before.
We finally reached a RM tech that advised us to go through the initialization sequence using the Autopilot (not the RL70C menus) then remove the yellow SeaTalk connection from the Rate-Of-Turn gyro (GyroPlus2). We did that and the heading and radar overlay problems disappeared. The ROT gyro status LED blinks red all the time so we don't know if its functioning or not. At any rate the system displays the proper information and the auto-pilot functions as expected. Our system is wired per Owners Handbook, Doc #81198-1, Feb. 2002, page 28, lower schematic with the exceptions that NMEA out appears to be connected to the slave RL70C and the yellow SeaTalk wire from the GyroPlus2 is not connected at the T400 Course Computer. The rate output is wired per page 29. Older manuals show the fluxgate wired through the GyroPlus2 with a SeaTalk feed to the Course Computer and NMEA to a RL70C (Type 150/400 Autopilot System installation Guide, Doc. # 81173-3, June 2001, page 21).
The system has an on-going issue in that the master RL70C shuts down and reboots periodically disconnecting the radar scanner and freezing the slave RL70C. After reboot the slave functions though radar has to be restarted. This happens frequently when entering a harbor or constricted waterway while one is trying to zoom in on the chart. I suspect it has something to do with the way the charts quilt but cannot confirm this. At any rate it has added to my gray hairs many times. RayMarine says it's a C-Map issue and of course C-Map says it's a RayMarine issue. I put the problem on RM - I bought their product. I can help lessen the frequency of crashes by making sure I have only one C-Map chart chip in the master RL70C (diminished functionality).
Late May 2007 lightning struck near the vessel while it was in it's cradle on the hard. We discovered on launching that the knot meter didn't work. BoatUS had a surveyor haul the boat and thoroughly inspect it - confirming that there was no direct hit and that EMI had apparently damaged some of the instruments ability to communicate via SeaTalk. One by one the cockpit instruments were replaced until the system worked and all the user menus were functional. By the time we had everything working and communicating properly we had replaced all of the cockpit instruments (with the exception of the slave RL70C), the knot meter transducer, and the VHF as the remote microphone circuit no longer functioned properly. After the instrument replacements the system worked as it had prior to the damage. It still crashes when there are multiple charts for a given area and occasionally when ranging up and down.
In January 2007, while installing SkyMate, we were unable to get a usable Lat/Lon output from the E85001 interface. We replaced the E85001 with no success. SkyMate operation via the laptop (e-mail, FAX, position reporting) is communicated using a USB port but the SkyMate's CPU should be getting it's Lat/Lon via NMEA from our RayStar 125 GPS (if no GPS signal SkyMate uses a less accurate doppler satellite calculation). We had a SeaMark tech onboard 2/7/07 to troubleshoot the problems and design a work-around so our VHF received lat/lon from the master RL70C, leaving the E85001 dedicated for serial communication by the RayTech Navigator program via a SeaTalk conversion. This left our SkyMate without a GPS input.
Ongoing issues
- SkyMate is not getting usable position data ($GLL) from the GPS via the NMEA out connection on the master RL70C. It appears that the RayMarine practice of sending a source label attached to the NMEA string can't be decoded by the SkyMate 100. SkyMate has to resolve this, Icom has.
- Master RL70C freezes, crashes and reboots. This most frequently occurs when entering channels or harbors where there are multiple charts for the area being transited. It happens more often when 2 C-Map chips are present but also occurs when only one is in the master RL70C. RayMarine says it is a C-Map issue, C-Map says it is a RayMarine bug. Other users have reported the same problem to us.
- 5/5/10 - Autohelm "freezes", neither steering nor reacting to input at the 6002 control.
Partial System Log
I've started to log our problems in the hope that I can find a pattern and resolve the problems. Black text indicates we've fixed or learned to live with an issue. Red test indicates a current issue.
02/24 /07 - When we left to cross the Gulf Stream we had the radar scanner on. Every time I tried to range in or out the master RL70C crashed and rebooted, shutting down the radar scanner and loosing the route data. (The slave shows no map data available until the master reboots. The master reboots, waiting for a "continue" to acknowledge the RM disclaimer.) I tried the radar without overlaying it on the chart. Again whenever I tried to change range the master rebooted. Usually when we are using radar we are entering harbors or approaching unfamiliar shores. We try to range down the master before we come into these area thinking that the slave may be asking for detail that the master hasn't accessed. It seemed to help a little. As I think back to earlier crashes some seemed to occur at random... however sometimes the system ranges up by itself (a little trick it does when you leave it on a low range, 1-6 nm, for an period of time). The crashes may have occurred during one of those system range changes - we may have only noticed the crash and reboot. I don't believe the scanner was on (other than standby) every time the system rebooted (it is always on standby). This happens enough that we've coin the term "Raymarine Moment" for the events. The radar scanner had been repaired by Raymarine in December '05 after shorting due to water intrusion... though the problem existed before that time. RL70C power supply issue?
3/9/07 - We've had several cases of the master rebooting while in the Bahamas - with the radar in standby or off. The most recent was today when it rebooted 3 times while we were entering the narrow channel into Norman Cay with range set at 1nm (there is a chart overlap in this area). It sure makes life interesting... being in a tight spot and having a Raymarine Moment. We've even had it reboot at night when the slave RL70C was off and the master was on anchor watch. Naturally it defaulted to anchor watch off when it rebooted. It's almost worse than no system as you can't trust it.
3/23/07 - Squalls forced us to use the radar for the first time since we crossed the gulf stream. We've avoided it to try to minimize the number of crashes - turning the scanner off each time we initiate the system. Every time we changed range the system crashed with either or both the slave and master rebooting. Causing us to wait while the radar powered to standby so we could restart the scanner. It didn't seem to matter whether we had the radar screen or radar overlay on the chart. It seems like every time the processor has to deal with a heavy load something reboots? Very frustrating!
We've elected to quit using the radar, but still have occasional crashes. Additionally the chart changes ranges on it's own - typically up to 12, 24 or 48 miles from 1 - 6 nm, something it has always done. We've tried making sure the master is at the range we want thinking it may be conflicting with our ranging on the slave, but that doesn't really seem to solve the problem.
5/1/07 - Today the system powered up with the autopilot reading 180 degrees off our heading, hence the two RL70C displays show the boat backing down the course line. Haven't had this issue since the original system was installed and troubleshot. User calibration only provided 2 choices - indicating the pilot doesn't know its on a sailboat. Tried to get into dealer calibration, get a CRL display, no access. Got to get RM on the line again as the manuals don't address this. Checked the radar overlay and it is showing land off the port side of the boat which is correct orientation to the bow but 180 degrees to reality. Last time this happened we had to do 2 circles to linearize the system with the yellow SeaTalk wire connected from the Course Computer to the ROT gyro, then disconnect the yellow SeaTalk wire from the ROT gyro and make final heading corrections to the Autopilot via the dealer menu at the 6002+ Pilot.
5/2/07 - Contacted Raymarine and got assistance in accessing the Dealer Menu (hold standby until Cal displays, then press Auto once, displays lock OFF, use display to access features), made the heading correction. Next step, re-initialize with the yellow SeaTalk wire on, then remove it.
5/10/07 - While traveling in dense fog using radar we had a brief "Raymarine Moment" when our radar and chart plotter crashed as we crossed the interface between two electronic charts. I had 2 chips in the master as we were leaving one C-Map and entering another. I removed the chip for Norfolk to Jacksonville, leaving the Chesapeake chip in place and rebooted the system.
6/24/07 - Entering the traffic in New York Harbor the system rebooted twice (radar was off). I had 2 chips in as this was an area where we changed chips. Removing one settled the system down.
8/07 - Our wind instrument is acting funky... sometimes it is reading correctly and sometimes 30-40 degrees off. If I calibrate a correction on one tack I get double the error on the other. In that the ST60 head was new 1 year ago I suspect the masthead sender. I took it down, inspected, cleaned, straightened the warped vane and reinstalled it. Didn't make any difference. Some days it works perfectly, most of the time we can't trust it.
Ruth had a "Raymarine Moment" the other day. While sailing in autopilot auto mode she moved away from the helm to adjust a sail. The system elected to chose that moment to dump to standby causing the boat to violently turn into the wind. Don't know why but it happens every so often, 4-5 times a year.
11/3/07 - We continue to have operating surprises. Last week the autopilot went to standby (helmsperson caught the wheel in time), later is lost the route data a couple of times. This week it elected to quit reading the C-Map chip - switching to 1200 nautical mile range. We got the chart back by switching the C-Map to the other socket. Makes life interesting.
11/07 - One of the system's little frustrations is the trick of jumping ranges by itself. We may have the system set at a 1.5 mile range while negotiating a narrow inlet only to look down a find the chart has reset to 24 miles. This leads to panicky process of scrolling down thru 12, 6, and 3 mile ranges to get back to 1.5. I guess this is a feature designed to make one remember the larger picture. At 6 knots that's hardly a concern.
1/30/08 - Generally the system works. Other than an occasional auto-helm dump we can depend on the depth, speed, log and GPS. The chart plotter continues to have "Raymarine Moments", jumping up 2 or 3 ranges while you are entering a narrow channel or just plan rebooting at the cost of routes or waypoint planning. This past week it's been cranky again. It's still a big step above doing it all with a hand bearing compass and grease pencils (though we keep them handy... just because).
5/25/08 - Haven't logged any notes lately, not because it's gotten better, I've just gotten use to the crashes and the charts changing scale on their own. You have to pay attention to details like system date when looking at tide charts, today it was 5 years off. Who knows why, yesterday it was correct. Ariel's new system has it own little quirks. Hey, it beats a hand bearing compass and a sextant.
8/08/08 - I have to give Raymarine credit for vastly improving their tech service system. We had need to get our masthead wind indicator repaired. Where once that meant hours on hold I quickly was connected to a tech rep on each of my recent calls. While our unit checked out okay (it sometime worked okay on the boat too) they agreed to sell us a discounted replacement. I installed the new unit, eureka, we have wind speed and proper apparent wind angles again!
11/15/08 - The replacement A22012 masthead wind indicator started reading wrong. Wind speed is okay but wind direction is off. Called tech and received troubleshooting info:
Shield to
- red should read 8vdc read 2.3 - 4.5v - too low
- blue 6-8vdc read 1.6 - 1.7v and minus .2 to .3v
- green 2-6vdc read 4.9 to 5.0v and 2.2 to 2.3v
- yellow 0-8vdc (wind speed) read 2.2 to 2.3v and 1.0 to .9v okay
Tested at ST60+ and at junction box, readings matched. Went aloft to clean contacts, found wiring suspect (anchor light wiring chafed into ST60+ wiring). Ordered a new wiring harness.
1/09 - We replaced the mast wiring for the wind indicator. Early indications are that it solved the problem with wind direction. The values across the pins to shield are in line with the exception that red reads 7.75v. After a couple of weeks we were right back where we started.
3/23/09 - ST60+ wind indicator not registering speed. Inspection revealed that the unit was intact and the cups rotating. Next time we booted the system wind speed was there. Software glitch? On a similar vein the chart plotters continue to shut down and reboot occasionally - makes for some fun events.
4/17/09 - Wind indicator not working this am. Later started on its own, then stopped again. Wind direction okay too. Drives me nuts! I checked the yellow to shield voltage and 1.29 - 1.33vdc, well within specs. I checked the wiring in the hull up to the master ST60+ Wind indicator head. Voltage at head indicates wiring okay. Swapped the two heads making the former slave the master. Required that I move both heads. Three hours later I had wind speed?? Time will tell.
5/11/09 - After a month of not being used, the ST60+ wind indicators have been acting funky the last 4 days. Sometimes correct direction and wind speed, sometimes only wind, sometimes nothing. Obviously swapping the heads didn't work. Turned off the repeater and the master worked - for several hours. Turning them off and on results, sometimes, in them working for several hours. I'm going to have to create a tap so I can use a voltmeter to monitor the lines full time. For now I've turned both ST60+ Wind heads off out of frustration.
5/12/09 - Booted our system this morning and was surprised to see the ST60+ Wind heads turn on. They were both working correctly. Software issue? Perhaps the rain storm made some contacts in the masthead indicator? The units worked properly all day after I adjusted the direction.
5/16/09 - The wind system worked for a day. Then it started getting funky again. Direction would drift, correcting it worked for a while... sometimes as long as a day. Wind speed would come and go. Today we are at anchor in high winds, a Nor'easter, and wind speed is showing 0.0. Whoops, wind speed just came on as I'm writing (10:30am). Again, it is raining - a factor? Only the masthead instrument is exposed to weather. Wind direction is wrong.
6/11/09 - I've been taking voltage readings at the wind indicator junction box... even made a pigtail to confirm the readings at the ST60+ master (photo above left). The readings appear to be in the range the tech gave me but the heads now point to 0 and wind speed reads ---. Occasionally the needle will jerk and wind speed will display. But only seconds during a day. Because of our experience where a component upstream of a second unit will cause the second unit to behave erratically I think I may need to strip the entire Raymarine package and send it in for service. I'm talking 13 components (sans the radar scanner, knot meter and depth transducers) so it will be no small task and will leave the vessel unusable. My alternative would be to replace all the components with another brand but that isn't cost effective (besides, our Autohelm components all worked great on our former boats - it's just this system that has been a problem from day one).
6/15/08 - Removed the temporary pigtail at the ST60+ Wind head as the readings match the junction box at the base of the mast. The unit does not respond to wind speed or direction (nor does the slave). When I try to enter user calibration I often get no response. When I do get CAL pressing the DISP button results in 2 beeps.
6/17/09 - the ST60+ Wind head has the twitches today... the --- for wind speed flashes to 0.0 while the needle bounce to 60 degrees port and back to dead ahead (the wind is dead ahead). After 5 minutes the unit went to its frozen positions, dead ahead and ---.
6/22/09 - I disconnected the ST60+ Wind master from the seatalk cables and powered it from a 12vdc source. The unit turned on and the wind needle twitched about 10 degrees each side of dead ahead. Wind speed showed ---, flashed 10.2 (about what I'd estimated), then settled to ---. I took readings of the feed from the masthead instrument and added them to the log of readings I've been keeping.
I called Raymarine technical support to see if there was anything else I could check. The tech said not to get too bound up in the voltage readings, rather send in the two ST60+ Wind instruments and the Wind Vane for their evaluation and an estimate on repairs if they could be effected.
6/25/09 - When I went to the masthead to remove the wind vane I found the connection corroded (just replace in January) and one pin broken. Apparently the corrosion was making intermittent contact for a while, explaining the on again off again performance. Deck tested a ST60+ head with a new vane and wire... appeared to work. Next we'll have to pull the new wiring harness and mount a new vane; a half day job. This time I'm not going to trust the Raymarine seals alone, adding a dielectric paste.
7/10/09 - Ruth and I mounted the new mast wiring and wind vane - eureka, we have wind speed and direction. We're keeping our fingers crossed that the dielectric paste keeps the connection working properly. Next step, send the old vane in for a new connector.
We also learned of a newer software version for our RL70C chart plotters. We need to learn how to get and load it in hopes of solving some of the plotter crashes.
8/2/09 - The wind instruments are working well. Now we have just the issue of chart plotter reboots. This morning we had 7 in 8 miles while navigating in dense fog. The crash turns off the radar, looses map detail below 150 miles and looses any route or goto that is activated (chart data unavailable on the slave). When the error goes away 8-10 toggles to zoom in brings back the chart at 3nm range, then into radar to reset, then reset the goto.
11/14/09 - The system has been it's old self. Basically reliable with little aggravations like changing the chart plotter zoom level, crashing if we have 2 chips in the master and crashing if it wants too... stuff we've learned to accept as normal.
5/5/10 - System continues to manifest it's little glitches (chart plotter changing ranges, rebooting)... today the auto pilot added a new one:
When initiate Auto on the ST60plus (6002) control head the helm locked (no movement) allowing the boat to drift off course about 30 degrees before displaying the error "drive stopped". The ST60+ display did not reflect any changes during the drift. With the unit in Auto, if I tried to turn the wheel the linear actuator (type 25) resisted my efforts.
I tried Auto / Wind and the unit appeared to work initially with the wheel moving and the display reflecting these movements. After 4-5 minutes the boat drifted off course and the head displayed "drive stopped", a message reputedly reflecting too much load on the actuator though manual actuation of the wheel seemed normal.
Later in the day I tried Auto again. This time I pushed the wheel hard against the linear actuator in both directions getting a countering thrust from the actuator. I released the wheel noting that the actuator was making normal short adjustments. The unit operated normally the rest of the afternoon (2 1/2 hours).
5/14/10 - Had the linear actuator bench tested by ?? of Fort Lauderdale, it passed. Next step is to look into the pilot computer as several techs have told us our model has several built in design and software problems that cause problems like we've experienced (mainly the sudden switching to standby). Recent Raymarine financial problems have interrupted the supply of corepacks... we may be months without an autopilot.
5/20/10 - After several attempts to find a pilot computer we gave up and continued our journey offshore. To our pleasant surprise it worked. In fact, it has worked for several days. Like Miles (Ariel) notes; if the damn thing would break you could fix it... the off and on nature of the beast drives one crazy. Do we replace the computer or not?
6/8/10 - After working well all the way from Boca the autohelm acted up once today, going into "drive stopped".
6/9/10 - We had a series of "drive stopped" errors first thing in the day and elected to hand steer for a couple of hours. We again went into "auto" and the system worked well with only one "drive stopped" in the next 5 hours. We're trying to figure if there is any pattern to the problem (sea state, weather, etc) - nothing apparent yet.
6/18/10 - After a week at anchor we headed up the Chesapeake. The autohelm kept defaulting to the "drive stopped" error for the first hour. Rebooting the 6002 head and the whole system made no difference. The pilot would make adjustments for 4-5 minute, then go inactive until the boat drifted off course causing the drive error. Finally I jerked the wheel to port firmly while the pilot was engaged. It responded with a slight starboard correction and worked smoothly for the rest of the day.
6/19/10 - The pilot started the day with "drive stopped" errors, then settled down for 10 hours.
6/21/10 - In what's become routine, the pilot drifted into "drive stopped" every time we tried to use it the first hour. Finally it started working okay after I tried to overpower it at the wheel, making small wheel adjustments regularly. It worked well under power and sail for the 6 hours we were running.
6/22/10 - The helm started the day with frequent "drive stopped" errors. Experimenting I found I could frequently avoid the error and keep the helm operating if I applied a light (1 finger) pressure to port or starboard when I saw the wheel go quiet. It would respond by making small rudder corrections. I tried rebooting the 6002, no effect. I also rebooted the corepack, no effect. The sequence of failure is: Press Auto - series of wheel adjustments - wheel becomes quiet (no adjustments) - boat drifts off course - alarm and "drive stopped" error - press Standby - steer manually - press Auto - repeat of sequence. The 6002 head accepts and reflects input while the wheel is quiet but the helm does not respond - it just errors sooner.
About 1pm the pilot decided to work okay and continued to work well the next 6 hours until we anchored. Trying to figure what the issue is, the gyro compass is part of the system but heading information seems to be okay on the 6002, the rudder position indicator also seems to be tracking rudder position as the wheel adjusts, software could be the problem but why now after 7 years... that takes me back to something mechanical or an electronic component or connection. I have found that putting a light pressure on the wheel if I catch the wheel going quiet results in a counter force from the linear actuator and the auto pilot starts jogging the wheel again. If there was a person in the system I'd say he was falling asleep.
6/23/10 - We sailed for 12 hours, steering manually as the auto pilot would not correct for course deviation, going into "drive stopped".
6/25/10 - The pilot would not work at all today. If put in "Auto" it would fault in 1-2 minutes.
6/26/10 - After an hour of faulting "drive stopped" the pilot settled down an ran for 2 hours. I think the long run may have been enabled by a gentle swell that cause the boat to rock putting a rhythmic pressure on the rudder. It was fortunate it did engage as we ran in 30 yard visibility for 1-1/2 hours at the end of our trip. As we entered the narrow harbor channel at Point Judith the helm started acting up, delaying reaction to input or failing. Trying to steer manually with the chart plotter lag and heavy traffic was a challenge.
6/29/10 - The Autohelm faulted once at the start of the trip, functioning perfectly the rest of the day. We are still trying to determine the best way to test the drive motor so we can eliminate one player. Sure wish I had the equipment and skills to put current and voltage monitors on all the components.
6/30/10 - The auto pilot faulted every 3 - 5 minutes until settling down after 2 hours. The next 2 hours it ran perfect. The wind was aft and the sea state relatively smooth. If the person at the helm applied a light assist on the helm when course corrections were need the pilot would "awaken" and steer for another 3 - 5 minutes before freezing. Sometimes the pilot motor felt spongy, like one could ease it over a step and then the pilot would firmly take over.
7/4/10 - Back at sea again in moderate winds and 1' waves - the auto pilot need about 100 nudges and recorded 5 "drive stopped" failures over a 2 hour period before it kicked in and worked flawlessly for the next 4 hours in all modes (tracking, heading and apparent wind). Tuesday I'll try to solicit some advice from RayMarine.
7/9/10 - Tried RayMarine tech suggestion that we disconnect the rate of turn gyro to see if it resolved the problem. It did not. Contacted Navtronics to set an appointment to have the system checked. Currently it is working okay, following the previous pattern of needing to be nudged when the wheel quiets for about 1-2 hours before operating normally.
7/11/10 - The Autohelm worked normally after a couple of faults and a hundred nudges. There is definitely a pattern. We had rolling seas again and they contributed to keeping the pilot "awake".
7/12/10 - Today we had fog and chart plotter crashed. Resolved the crashes by pulling the two C-Map chips and putting the current used one in the top slot on the master. We've learned that this occurs because the processor can't handle the data of two chips... wonder why they put in the second slot?
The Autopilot went through it's now normal routine, settling down after 1 1/2 hours.
7/13/10 - John Foss, Navtronics, came aboard to check the system. After reading the log, verifying components and talking with his contact at Raymarine they concluded the culprit was deteriorated brushes in the linear drive motor. The test at Fort Lauderdale missed this, perhaps because handling the unit jogged the brushes. As the unit warms up and I give it current spikes by jogging it the brushes settle enough to work. The unit will need to go to Raymarine for rebuilding (2 weeks). Not something we can do with our current timetable so we elected to limp along until we can have the drive out for 2-3 weeks.