7080 Handbook

ALL INFORMATION INCLUDING TEXT AND DRAWINGS IS THE PROPERTY OF JOHN LILLEY AND
GILLIE LIMITED AND IS SUBMITTED AS CONFIDENTIAL INFORMATION WHICH MUST NOT BE

USED FOR ANY PURPOSE OTHER THAN FOR WHICH IT IS SUPPLIED.
IT MUST NOT BE COPIED OR USED FOR THE PURPOSE OF MANUFACTURE.
7080
INSTALLATION
& OPERATION
HANDBOOK
PLEASE READ PRIOR TO INSTALLATION
(STATED ESD PRECAUTIONS MUST BE TAKEN
DURING INSTALLATION AND DURING ANY
SUBSEQUENT MAINTENANCE PROCEDURES)
OPERATION & INSTALLATION

INSTRUCTIONS
ISSUE: 3
REVISION: 2
ISSUE DATE: 11/11/2015 CHANGE NOTE: ECO0083
SOFTWARE VERSION:- V1.04.XX
DOCUMENT LOCATION: Handbooks\Release\Current\7080\7080 Iss 3 Rev 2\
Document No. 7080 Iss 3 Rev 2

7080 Operation & Installation Handbook
CONTENTS
Page
1 Introduction 5
1.1 The log transducer assembly 6
1.1.1 Transducers without a seavalve 6
1.1.2 Transducers with a seavalve 6
1.2 The Electronics Unit 6
1.2.1 EM log interface 6
1.2.2 5 Channel I/O Board 7
1.2.3 Universal microprocessor unit 11
1.3 7070/7080 indicators 11
1.3.1 Log Data Display: P1248 11
1.3.2 Wind Data Display: P1249 12
1.3.3 Weather Data Display: P1255 13
1.4 Wind Sensors 15
1.4.1 Cup Unit: P299 15
1.4.2 Vane Unit: P300 15
1.4.3 Solid State Wind Sensor: P292 15
1.4.4 Combined Cup & Vane Unit: P296 16
1.4.5 Combined Wind & Weather Sensor: P1003 18
1.5 Weather Sensor 18
1.5.1 Weather Sensor: P1002 18
1.6 General materials specification 18
1.7 Applicable Standards 20
19 Installation 21
a. All log transducers 21
b. Fixed log transducers 22
c. Seavalved transducers 23
i. Seavalved transducers - steel hulls 23
ii. Seavalved transducers - 25
wood/GRP hulls
d. Log Transducer and cabling 28
e. Electronics Unit 29
2.5.1 Wiring 29
f. Power Supply 30
g. 7070/7080 Indicators 31
i. Wiring 31
h. Wind Instruments 33
Document No. 7080 Iss 3 Rev 2 Page 1

2.8.1 Solid State Wind Sensor: P292 33

1. Wiring 33
2. Sensor Orientation 34
3. Sensor Cleaning 35
4. Sensor Servicing 35
2.8.2 Combined Cup & Vane Wind Sensor: P296 36
2.8.2.1 Wiring 36
2.8.2.2 Sensor Orientation 37
2.8.2.3 Sensor Cleaning 38
2.8.2.4 Sensor Servicing 38
2.8.3 General Information Installation of
Cables 41
2.8.3.1 Cable Classes 41
2.8.3.2 Segregation Distances 42
2.9 Setting up the 7080 43
2.9.1 Switching ON & Configuration 43
2.9.2 Zero control 47
2.9.3 Calibrating the Log Function (Cal Methods) 48
2.9.3.1 Known Speed Procedure 51
2.9.3.2 Known Distance Procedure 55
2.9.3.3 GPS Mile (D/T) Procedure 60
2.10 Test facility 64
20 Operation 65
a. Electronics Unit 65
i. Operating environment 65
ii. Normal operation 67
b. 7070/7080 indicators 69
i. Log Data Display: P1248 69
3.2.1.1 Operational Features 69
ii. Wind Data Display: P1249 70
1. Operational Features 70
iii. Weather Data Display: P1255 71
3.2.3.1 Operational Features 71
3.3 IEC 61162-1 (NMEA 0183) Data 73

4 Maintenance 77
4.1 Log System 77
4.1.1 Sea-Valved Transducers 77
4.1.2 Fixed Type Transducers 78
4.1.3 EM Log Transducer Checks 78
4.1.3.1 Checking EM Log Transducer
with vessel in Drydock 78
4.1.3.2
Checking Transducer with
vessel afloat in seawater 81
4.1.3.3 General Notes 83
4.1.3.4 Checking Transducer Drive 84
4.1.3.5 Checking Diagnostic LEDs on 5
Channel I/O Board 85
4.1.4 Log Data Display: P1248 87
4.1.4.1 Maintenance 87
4.1.4.2 Fault Finding 87
4.2 Wind System 89
4.2.1 Wind Sensors 89
4.2.2 Wind Data Display: P1249 89
4.3 Weather System 91
4.3.1 Weather Sensor 91
4.3.2 Weather Data Display: P1255 91

5 Drawings
5.1 7080 key functions 3406-A3-11
5.2 Transducer and skin fitting - steel hulls 2849/3/59
5.3 Transducer and skin fitting - alloy hulls 2849/3/50
5.4 Transducer and skin fitting - wood/GRP hulls 2849/3/51
5.5 Transducer and seavalve skin fitting - steel hulls 2900/4/1-1
5.6 Transducer and seavalve skin fitting - wood/GRP 2905/4/2-1
hulls
5.7 Connection Diagram: 7080 Log & Wind system 3352-A3-173
(5 Sheets)
5.8 Basic Assembly 7080 Electronic Unit 3406-A3-1

5.9 Transducer PCB F-1877
5.10 5 Channel I/O (Interface) PCB (H/Bk: front view) 3390-A3-13
5.11 Electronics Unit - outline 3406-A3-10
5.12 Log Data Display (DIN 43700) - outline 3419-A3-10
5.13 Wind Data Display (DIN 43700) - outline 3418-A3-10
5.14 Weather Data Display (DIN 43700) - outline 3423-A3-10
5.15 Panel cut-out details - DIN 43700 3347-A3-71
5.16 Ultrasonic Wind Sensor: P292 - outline 3342-2-7
5.17 Combined Wind Sensor: P296 - outline 3343-2-30
5.18 Typical transducer installation positions
5.19 Power Supply Unit (P1010) 3389-A3-7
5.20 Connection Details: P1248 Log Data Display
including use of 24Vdc Supply common to the
7080 Electronic Unit (ref Sheet 2) 3419-A3-11
5.21 KNOWN SPEED Calibration Diagram
(for section 2.9.3.1) 3406-A3-2
5.22 KNOWN DISTANCE Calibration Diagram
3406-A3-3
(for section 2.9.3.2)
5.23 GPS MILE (D/T) Calibration Diagram
(for section 2.9.3.3) 3406-A3-4
5.24 P1100 Menu System Flow Chart
5.25 P1100 Data Flow Diagram
Always refer to specific connection diagram
provided with the particular system concerned.

1 INTRODUCTION
The log employs electromagnetism as its operating principle.
A magnetic field is produced in the water near the log sensor face. The magnetic field induces an
electrical voltage gradient in this water as it flows past the sensor. This voltage is detected by
electrodes situated on the face of the sensor and passed to the Electronic Unit for measurement, to
provide speed information to the microprocessor.
The electromagnetic principle has several advantages over other methods of measurement:-
a) It is unaffected by changes in draught pressure
b) There are no moving parts or pipes associated with the log sensor
c) The relationship between water speed and sensor output is linear, resulting in high sensitivity at
all speeds.
d) Calibration is unaffected by changes in the water salinity due to the relatively high input
impedance of the measuring circuit.
NOTE!
When the depth of water beneath a vessel is relatively shallow, the flow of water may be
accelerated so that the log shows an increased speed. This does not depend on the type of log,
but on the physical geometry involved. Similarly, the trim of the vessel may influence the
boundary layer conditions to produce a small change in calibration of the log. Such affects
will vary with the shape of the hull and position of the log transducer.
Sea state may cause abnormal fluctuations in the indicated speed and should the transducer
come completely out of the water, the indicated speed may increase to the maximum scale
reading. This will temporarily increase the rate at which distance is recorded.

1.1 The Log Transducer Assembly

This is available either with or without a seavalve.
1.1.1 Transducers without a seavalve
a) Drawing 2849/3/59 shows the construction for steel hulls, consisting of a steel reinforcing pad
into which a bronze transducer is fitted.
b) Drawing 2849/3/50 shows a similar arrangement for aluminium hulls but the steel pad is replaced
by a piece of aluminium alloy and in this case the transducer is manufactured in 316 S16
stainless steel.
c) Drawing 2849/3/51. For wood/GRP hulls a bronze transducer is used with additional length in
order to accommodate the greater thickness of planking in the case of wooden hulls. A bronze
pad is screwed or bolted to the hull and is further retained by the bronze transducer assembly.
1.1.2 Transducer with seavalve
a) Drawing 2900/4/1-1 shows the skin fitting and transducer for steel hulls. A steel reinforcing pad
is welded to the hull and a bronze gate valve bolted to the top of the pad. The transducer can be
withdrawn for cleaning or servicing while the vessel is afloat.
b) For wood/GRP hulls a bronze skin fitting is bolted through the hull and again a bronze seavalve
mounted to the top of the skin fitting. The transducer is removable with the vessel afloat (see
drawing 2905/4/2-1).
1.2 The P1100 Master Electronics / Control Unit

The 7080 is available as a combined ship log and wind speed /direction system, or as a combined
ship log, wind speed/direction, and weather system. The P1100 Master Electronics / Control Unit
comprises three separate main units, the ElectroMagnetic (EM) Log interface (Transducer Board),
the 5 Channel I/O Board and the Microprocessor Unit.
1.2.1 EM Log Interface (Transducer Board)

The EM log interface drives the electromagnetic log transducer; the winding of the transducer being
energised at a nominal 115v 27.5Hz. This creates a magnetic field in the solid water below the face of
the transducer. The sensed low level AC voltage, measured at the electrode beads, and created from the
single turn generator formed by the solid water within the magnetic field at any instant, is returned
to the speed amplification circuit of the transducer (EM Log Interface) board. After amplification, a

voltage proportional to the speed of water over the face of the transducer is produced. This is fed into
the microprocessor circuit.
The EM Log Interface also has two digital NMEA 0183 serial outputs meeting IEC 61162-1
requirements, that repeat the messages output from TX Channel 1 of the I/O board, and two pairs of 200
pulses per nautical mile outputs.
NMEA 0183 output speed-log sentences are:- VHW, VBW and VLW. Regarding the VHW
sentence, note that heading is not always transmitted as a null field. If input NMEA 0183 serial data, as
a HDT message, meeting IEC61162-1 standard, from a gyro, for instance, contains valid heading
information, this will be inserted into the appropriate field of the VHW sentence.
Sentences:
$VMVLW,xxxxx,N,xxxxx.x,N,,N,,N*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010)
$VMVBW,xxx.x,,A,,,V,,V,,V*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1:2010)
$VMVHW,,T,,M,xxx.x,N,xxx.x,K*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1:2010)
Output message frequency is 1 Hz. Note that both NMEA 0183 O/Put ports give all messages (except
proprietary JLG dimmer messages) input to the 5 Channel I/O board (see section 1.2.2) plus those
calculated by the P1100 microprocessor software.
NMEA Drivers are SN75176AP. Output drive capability rated at 1 NMEA load of 500 ohms each port;
providing for a maximum of 2 NMEA listeners (1K0 impedance each) per output port.
1.2.2 5 Channel I/O Board

The 5 Channel I/O board provides the system with an interface for the acceptance of other serial
sentences.
5 separate IEC 61162-1 (NMEA 0183) sentences can be input via the 5 available input channels. These
inputs are provided with opto-isolators (1k0 in-line impedance) and require a minimum of 0.5mA per
channel.
Messages are all passed onto the microprocessor board where appropriate data is extracted from
particular sentences as recognised by the P1100 software and necessary calculations are performed.
IEC 61162-1 (NMEA 0183) sentences are re-transmitted. These are available on output channels 1, 3, 4
and 5, for use by other shipboard equipment and in particular Walker P1248 Log Data Displays, P1249
Wind Data Displays and P1255 Weather Data displays. Output channel 1 also includes a set of 24Vdc
power output terminals.

Output Channel 5 can also be used for transmission of proprietary Walker/JLG sentences. Any such
messages, input at any of the input channels, are only available for onward connection from Output
Channel 5.
Output Channel 2 is dedicated as a legacy channel and provides serial data, and 24Vdc power, to
earlier Walker P248 Log / P249 Wind and/or P255 Weather Displays. This legacy channel has a
message frequency of 1.5Hz. Use of earlier Walker P255 Weather Displays is only possible, provided
that a P1002 Weather Sensor, or a P1003 Wind and Weather Sensor, is used to provide the required
serial XDR message into the 5 Channel I/O Board.
LEDs are fitted for diagnostic purposes and are covered in section 4.1.3.5
Various Walker Wind Sensors can be connected into the 5 Channel I/O Board.
A combined ultrasonic masthead unit; P292, is available (see drg. 3342-2-7) for connection into any one
of the five input channels. This type of wind sensor outputs a NMEA 0183 MWV serial wind
sentence with the wind speed in knots.
Alternatively, the Walker P296 combined cup and vane unit (see drg. 3343-2-30) can also be used.
Again, this unit also outputs a NMEA 0183 MWV serial wind sentence with the wind speed in knots.
As an alternative to either of the above, a separate wind speed sensor (cup unit) and a separate wind
direction sensor (vane unit); P299 and P300 respectively, can also be used. Two input channels would
be used, one for each type of sensor. Both sentences would be passed on to the microprocessor board
where the wind speed data; from the P299, and the wind direction data, from the P300, would be
extracted before the MWV sentence was re-formulated to include both wind speed and wind direction
data.
Alternatively, IEC 61162-1 (NMEA 0183) MWV sentence/s, described above, may be input
separately, from other talkers, into any available input channel/s.
Full list of IEC 61162-1 (NMEA 0183) sentence formatters that may be input, from other ships
equipment, in order that full functionality of the P1100 unit can be utilised, are as follows:

MWV (either separate sentence with relative wind speed and a further separate sentence with relative
wind direction or as a single sentence containing both relative wind speed and relative wind direction
values)
HDT for heading*.
VTG for speed over ground* / course over ground*.
GGA UTC of position fix / latitude / longitude / GPS quality indicator / number of satellites /
HDOP #.
VHW in absence of a fitted Walker transducer, for a source of speed through the water (secondary
use*) or as an alternative source of heading.
VBW in absence of a fitted Walker transducer for a source of speed through the water (secondary
use*) or, if included, speed over ground (primary use*)
XDR for weather information; if required. A single message is passed through. Note however, that
if a P1263, water temperature sensor is also connected, in addition to a P1002, or P1003, sensor, the
data fields will be re-transmitted as a single string.
* For automatic calculation and transmission of True Wind information.

# For automatic GPS calibration.
After processing, the P1100 unit will combine and output a message string that includes sentences as
follows:-
VHW
VBW
VLW
MWV (relative)
MWV (theoretical)
MWD sentence will be output if a VTG or HDT sentence is input
If XDR / GGA / VTG / HDT messages are input, these too will be output.

Full details of sentences that can therefore be output; providing NMEA input requirements are met, are as
follows:
$VMVHW,,T,,M,xxx.x,N,,K*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1:2010) Note that this
message is transmitted on legacy Output Channel 2.
$VMVLW,xxxxx,N,xxxxx.x,N*hh<CR><LF> (NMEA 0183 v2.30 / IEC 61162-1:2000) Note that this
message is transmitted on legacy Output Channel 2.
$VMVLW,xxxxx,N,xxxxx.x,N,,N,,N*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010) Note that
this message is transmitted on Output Channels 1, 3, 4 and 5.
$VMVBW,xxx.x,,A,,,V,,V,,V*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010) Note that this
message is transmitted on Output Channels 1, 3, 4 and 5.
$WIMWV,xxx.x,R,xxx.x,N,A*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010) Note that this
message is transmitted on Output Channels 1, 2, 3, 4 and 5.
$WIMWV,xxx.x,T,xxx.x,N,A*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010) Note that this
$WIMWD,xxx.x,T,,,xxx.x,N,,M*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010) Note that this
$WIXDR,a,x.x,a,c - - c, .a,x.x,a,c - - c*hh<CR><LF> Note that this message is transmitted
on Output Channels 1, 2, 3, 4 and 5.
$VMVHW,,T,,M,xxx.x,N,xxx.x,K*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1: 2010) Note that
this message is transmitted on Output Channels 1, 3, 4 and 5.
Any GGA / VTG messages will be re-transmitted as received, from Output Channels 1, 3, 4 and 5.
Output message frequency is 1 Hz with regard to any message output on Channel 1.

Any messages output on Channel 1 will also be output on Channels 1A* and 1B*.
* IEC 61162-1 (NMEA 0183) output channels on EM Log Interface (Transducer Board).
NMEA Drivers are MAX3442E. Output drive capability rated at 1 NMEA load of 500 ohms each port;
providing for a maximum of 2 NMEA listeners (1K0 impedance each) per output port.

1.2.3 Universal Microprocessor Unit

The microprocessor allows digital processing of information to take place, making the equipment more
intelligent in that it is capable of performing additional functions. The front panel LCD display and
keypad connect into this circuit, allowing the operator to interact with the system. The loaded software
enables the system to carry out all the necessary log calibration procedures, compiles associated look-up
tables, provides constant monitoring of transducer signal levels, serial IEC 61162-1 (NMEA 0183) data
extraction and full calculation processes to provide IEC 61162-1 (NMEA 0183) output data for both
log and true wind. Constant monitoring, for validity of both received and transmitted IEC 61162-1
(NMEA 0183) serial data, is carried out.
1.3 The 7070/7080 Indicators

As well as having a built in LCD display, the 7080 has various types of remote indicators; for log,
displaying speed and distance, for wind, displaying wind speed and direction, and for weather,
displaying air temperature, barometric pressure, relative humidity and water temperature. These are
driven from the Electronics Unit using digital communication. The indicators have integral illumination
controls, which allow dimming to extinction if required. All the displays are made up of a common rear
power/microprocessor PCB and a front OLED display board. The front OLED display board for the
P1249 Wind Data Display is the only one that is different from all the other front OLED display
boards.
See sections 1.3.1 onwards for additional information concerning the available displays and refer
specifically to the full Data Sheets; available separately.
Various indicator controls are also available. These allow remote operation of the displays and allow
them to be mounted in over-head consoles. Separate data sheets are again available.
1.3.1 Log Data Display: P1248

The P1248 Log Data Display is housed in a DIN 43700 pattern (Din144 x 144) case and reads IEC
61162-1, NMEA 0183, VLW, VHW and VBW serial data to provide readings of Log Speed
through the Water (STW) in Knots, Trip Distance travelled through the water, and Total Distance
travelled through the water, both in Nautical Miles. A relay contact can be used for re-setting Trip
Distance. Power supply requirement is 24Vdc.

The unit has two 256*64 pixel OLED Graphic displays, 4 Touch switches; for trip reset, trip and
total distance display modes and illumination control, 4 NMEA 0183 inputs and 1 NMEA 0183
output.
Displayed readings meet the requirements of IEC 62288: 2008, for the presentation of navigational-
related information on shipborne navigational displays. Operational controls likewise reflect the
appropriate requirements specified within this standard.
The P1248 installation drawing is 3419-A3-10; panel cut-out detail is 3347-A3-71. For separate
connection diagram, 3419-A3-11, refer to individual P1248 Data Sheet.
A P1275, log indicator control, is also available, which allows remote mode and illumination
control of the P1248 log data display. This allows the P1248 Display to be mounted in an over-head
console. A separate P1275 data sheet is available.
1.3.2 Wind Data Display: P1249

The P1249 Wind Data Display is housed in a DIN 43700 pattern (Din144 x 144) case and reads IEC
61162-1, NMEA 0183, MWV and MWD serial data to provide readings of Relative, True, and
True to Ship, wind speed and direction. Power supply requirement is 24Vdc.
The unit has two 256*64 pixel OLED Graphic displays, 4 Touch switches; for display mode, scaling
and illumination control, 4 NMEA 0183 inputs and 1 NMEA 0183 output. A ring of LEDs in 5
steps also indicates wind direction.
Three MODES of operation are provided.
In Mode 1, activated by pressing on the REL key, the top display will show Relative wind speed,
with the lower display showing Relative wind direction. If the REL key is successively pressed 3
times or more within 3 seconds, then the displayed Wind Speed units will change with each
subsequent key press in the sequence KTS, M/S, KPH and MPH.
In Mode 2, activated by pressing on the TRUE key, the top display will show True wind speed,
with the lower display showing True wind direction.
A further press of the TRUE key will toggle the display to Mode 3, which will display True to
Ship wind data. Further presses of the TRUE key will toggle the display between Mode 2 and
Mode 3.

Relative, True or True to Ship, wind direction is also indicated on the ring of LEDs as appropriate to
the activated display mode.
connection diagram 3418-A3-11, refer to individual P1249 Data Sheet.
A P1274, wind indicator control, is also available, which allows remote mode and illumination
control of the P1249 wind data display. This allows the P1249 Display to be mounted in an over-head
console. A separate P1274 data sheet is available.
1.3.3 Weather Data Display: P1255

The P1255 Weather Data Display is housed in a DIN 43700 pattern (Din144 x 144) case and reads
IEC 61162-1, NMEA 0183, XDR serial data to provide readings of barometric pressure; together
with barometric trend, humidity, air temperature and seawater temperature. Power supply
requirement is 24Vdc.
The unit has two 256*64 pixel OLED Graphic displays, 4 Touch switches; for display mode and
illumination control, 4 NMEA 0183 inputs and 1 NMEA 0183 output.
Two MODES of operation are provided. In Mode 1, activated by pressing on the Pr mBar key,
the top display will show barometric pressure and trend, with the lower display showing air
temperature. In Mode 2, activated by pressing on the Rh % key, the top display will show
humidity with the lower display showing water temperature. All temperature readings are shown in
degrees Celsius, barometric pressure is given in millibars and humidity as %.
The unit can thus be switched between Modes to display Barometric Pressure / Trend and Air
Temperature, or Humidity and Water Temperature.

connection diagram 3423-A3-11, refer to individual P1255 Data Sheet.
A P1276, wind indicator control, is also available, which allows remote mode and illumination
control of the P1255 weather data display. This allows the P1255 Display to be mounted in an over-
head console. A separate P1276 data sheet is available.

1.4 Wind Sensors

Whilst the system can measure wind speed and direction by means of either;
A) a separate cup unit and a separate vane unit, or
B) a solid state masthead unit (combined type), P292, or
C) a combined Walker cup and vane unit sensor, P296, or
D) a combined Walker Wind and Weather Sensor, P1003,
the most common means of measuring wind speed and direction is using B) or C) above. The solid state
wind sensor, P292, is therefore covered in section 1.4.3, with the combined cup and vane sensor, P296,
covered in section 1.4.4. For any other type of wind sensor, refer to appropriate data sheet/s.
Connection details for the 7080 system are as shown on the appropriate block diagram. This has
to be read in conjunction with the layout drawings of the Transducer PCB and the 5 Channel I/O
PCB for full connection information.
1.4.1 Cup Unit P299

Refer to separate Data Sheet covering supplied wind sensor.
1.4.2 Vane Unit P300

Refer to separate Data Sheet covering supplied wind sensor.
1.4.3 Solid State Wind Sensor. P292 (drawing 3342-2-7)

The acoustic sensing technique coupled with state-of-the-art signal processing gives the head the
ability to provide accurate measurement of wind speed and direction over an extensive range. The
design overcomes the inherent problem of gust identification created by the slip streaming of
traditional cup type anemometers and offers high performance without routine maintenance or
calibration.
A flanged tower carries the sensor assembly and the symmetrical arrangement of the acoustic
chamber and the materials used results in a very robust and lightweight unit with no moving parts.
The wind speed and wind direction measurements are made across the measurement plane within the
transducer sensing area with the resultant information sent to the wind data display in NMEA0183
serial format. This digital signalling makes the cable length to the display arbitrary, unlike some

traditional current loop driven devices, which may need compensation for cable resistance and can
be susceptible to error created by induction along the cable. Correct orientation of the sensor is
essential and this aspect is covered later; see section 2.8.2.2 SENSOR ORIENTATION.
IMPORTANT: DO NOT REMOVE THE BLACK RUBBER TRANSDUCER CAPS.
WARRANTY IS VOID IF THE BLUE SECURITY SEAL IS DAMAGED OR
BROKEN, OR IF THE TRANSDUCER CAPS HAVE BEEN DAMAGED.
Where two such sensors are specified and fitted; one on the port side and one on the starboard side, a
manual sensor selector switch is available to provide for operator only selection of NMEA 0183
MWV serial data from the appropriate windward sensor. Alternatively a P1812 switch interface is
available to provide automatic selection of serial data from the windward sensor.
Note that the NMEA 0183 MWV sentence transmitted from the solid state wind sensor is read by
the 7080 software before being re-transmitted to any fitted wind data displays or to other connected
receiving equipment.
Transmitted sentence from the P292 is $WIMWV,xxx,R,xxx.x,N,A*hh<CR><LF>)

Note that, at wind speeds above 120 knots, the status field will show V (invalid measurement).
1.4.4 Combined Cup and Vane Wind Sensor. P296 (Drawing 3343-2-30)
The unit consists of a combined masthead unit incorporating wind speed and wind direction sensors,
which are used to provide serial data of wind speed and wind direction.
This unit consists of two distinctly different sections; an upper vane unit and a lower cup unit
assembly.
A] Cup Unit.
The unit carries a cupset fitted to a stainless steel shaft, which runs in shielded bearings. A cap fitted
to the shaft provides a labyrinth for protection against water ingress. The slotted end of the shaft,
driven by the cupset rotates within an opto-switch carried on the lower PCB of a board assembly
mounted within the carrying tube. Twice per revolution of the cupset, a square wave signal is
produced which is fed directly to a microcontroller. The processor times the duration between
successive pulses and, by using a stored look-up table, appropriate for the cupset concerned, the wind
speed value is calculated.

The cupset is initially supplied separately and will require fitting to the main unit prior to installation
on the vessel. The procedure for fitting the cupset is given below.
1] Remove the retaining nut and the seeloc washer from the drive shaft at the bottom of the main
unit of the P296 sensor. Hold the flanged cap, attached to the drive shaft, steady, in order for
facilitate the unscrewing of the retaining nut.
2] Fit the cupset over the drive shaft ensuring that the location pip in the centre section of the
cupset faces upwards and locates correctly in the hole in the flange of the cap.
3] Replace seeloc washer, re-attach retaining nut and, holding Cupset engaged in cap, securely
lock the retaining nut down onto the washer. Rotate the cupset to check that it runs square
with the drive shaft.
B] Vane Unit.
This unit carries a vane assembly fitted to a stainless steel shaft, which runs in shielded bearings. The
vane cap forms a labyrinth for protection against water ingress. The vane is attached by two set
screws diametrically opposite through the cap itself. The lower end of the shaft, driven by the vane,
carries a circular magnet, which rotates above hall-effect sensors mounted on the upper pcb of the
assembly mounted within the carrying tube. Signals produced as the vane rotates to take up a
position determined by the wind are fed directly to a microcontroller for calculation of wind
direction.
The sensor, attached to a stainless steel arm and block assembly, is provided with a mounting bracket
suitable for securing onto the horizontal surface of the mast top. Two fixing slots are provided in the
base of the mounting bracket to allow for final alignment.
The P296 sensor transmits a NMEA 0183 sentence as follows:
$WIMWV,x.x,R,x.x,N,A*hh<CR><LF>
Note that both wind direction and wind speed fields are variable to xxx.x
Note that, at wind speeds above 100 knots, the status field will show V (invalid
measurement).
Power supply requirement is 24Vdc and current consumption is 40mA.

1.4.5 Combined Wind and Weather Sensor P1003

Refer to separate Data Sheet covering supplied sensor.
1.5 Weather Sensor

A P1002 weather sensor can be connected into the P1100 MEU for 7080 system expansion.
1.5.1 P1002 Weather Sensor

Refer to separate Data Sheet covering sensor concerned.
1.6 General Materials Specification:
7070 Log Transducers and hull fittings. (used on 7080 system)

Transducers can be supplied in the following materials.
Fixed type transducers made from LB4 bronze are for use in steel hulled and in wood/fibreglass
hulled vessels. A fibreglass facing carries the sensing electrodes. The fibreglass is anti-fouled using:
International Paints Interspeed 2000: White anti-fouling paint (non-conductive).
Fixed type transducers made from stainless steel; 316 S16 are for use in aluminium alloy hulled
vessels. A fibreglass facing again carries the sensing electrodes. The fibreglass is again anti-fouled
using: International Paints Interspeed 2000: White anti-fouling paint (non-conductive).
Hull Pads for steel hulled vessels are made from either, a) welding quality mild steel BS970 070M20
with the Phosphorous and Sulphur content, both equal to, or below, 0.045% or b) EN10025
5355J2G3.
Hull Pads for wood/fibreglass hulls are made from Aluminium Bronze NE5833 or equivalent.
Hull Pads for aluminium hulls are made from Aluminium Alloy Grade NE4 [L44].

Removable type log transducers are available for :-

a. steel hulled vessels.
b. wood/fibreglass hulled vessels.
Both types are made from extruded brass tube CZ121.
A fibreglass facing carries the sensing electrodes. The fibreglass is anti-fouled using: International
Paints Interspeed 2000 : White anti-fouling paint (non-conductive).
A seavalved hull fitting assembly is provided for housing the removable transducers. Two types are
available; one for steel hulled vessels, the other for wood/fibreglass vessels.
For steel hulls :-
Hull Pad is made from either a) welding quality mild steel BS970 070M20 with the Phosphorous and
Sulphur content, both equal to, or below, 0.045% or b) EN10025 5355J2G3; to meet required
international welding specifications.
For wood/fibreglass hulls :-

Hull Pads are made from aluminium bronze.
The Sea Valve is made from bronze to BS1400 LG2c and manufacturers Certificate of Conformity,
Material Certification and Pressure Test Certificate are held on file. The seavalve hull fitting
assembly is further subjected to a factory pressure test, which may be witnessed by a Lloyds surveyor
if required by customer, and stamped accordingly.
7080 Displays / Indicators.
Uses Din 43700 pattern: Din 144 x 144 enclosure.

Casing is Aluminium Alloy.
Inner Frame: Zinc; die-cast and Outer bezel is moulded in black Polycarbonate.
Front Window is Allyl Carbonate: Printed on rear face.
Case back is Aluminium Alloy.

Note : The above specifications may be altered without notice. Any changes made would not affect
the functioning of the equipment and hull integrity would not be compromised.
1.7 Applicable Standards

The 7080 Log system conforms to the requirements set out in the following International Standards:
IEC 61023 Ed. 3.0 (2007)
IEC 61162-1 Ed. 4.0 (2010) including IEC 61162-1 Corrigendum 1 (2013)
IEC 60945 Ed. 4.0 (2002) + /Corr.1 (2008)
IEC 62288 Ed. 2.0 (2014)

2. INSTALLATION
2.1 All Log Transducers

The transducer will operate best if it is mounted in the forward part of the vessel, provided that under
normal operating conditions, it remains in solid water. It must be remembered that in high speed
planing craft, the fore part will be out of the water at high speeds and it will be necessary to choose a
position somewhat further aft than on a displacement vessel of similar size. Care should also be
taken to position it clear of any docking blocks. Internally, a dry space is required with access for
servicing and away from any potential source of electrical interference such as large generators or
cables carrying heavy currents.
A boundary layer condition exists beneath any vessel. Within this layer, the velocity of the water
differs from the true speed of the vessel through the water. As the sensing position is moved further
aft, the thickness of this layer increases. This results in the signals from the transducer getting
smaller and smaller. For this reason, the transducer should always be placed well forward. Where a
bow thrust propeller is fitted to the vessel, a position below the athwartships tube and slightly
forward of the tube centre line in a fore and aft direction may be found satisfactory and will often
provide reasonable access inside the hull for wiring and servicing.
In addition to boundary layer considerations, it is generally found that a steadier speed indication is
obtained from a forward fitted transducer. It should be remembered, of course, that the transducer
MUST remain in solid water under all reasonable sea conditions and when the vessel is in ballast.

2.2 Fixed Log Transducers (drawings 2849/3/59,50,51)

The shell plating should have a hole cut in it to take the steel reinforcing pad (Item 1). THE
TRANSDUCER MUST NOT REMAIN FITTED TO THIS PAD WHILST IT IS BEING WELDED
TO THE HULL. It is not necessary for the axis of the transducer to be vertical when the vessel is
viewed from the bow and normally no tapered pad will be necessary for its correct fitting. Having
carried out the welding as shown in drawings 2849/3/59 and 2849/3/50, the pad should be allowed to
cool and be examined for any splashes of metal from the welding which may have stuck to the
facing, or in the recess into which the transducer is fitted. It is essential that the face of the pad onto
which the O ring fits should be absolutely smooth in order to obtain a perfect seal. After welding,
the external surface of the pad must be painted with a suitable smooth anti-fouling paint both to
protect against corrosion and to ensure a clean surface over which the water can flow. The cable for
the transducer is then passed through the aperture in the steel pad until most of it is within the vessel.
A suitable flexible sealing compound should be smeared generously on the O ring and the
surrounding area of the transducer.
The transducer is then offered up to the pad and carefully inserted, making sure its O ring stays in
its correct position in the groove of the transducer flange. The transducer should be pushed up into
the pad as far as possible where it will remain in position due to the adhesion caused by the sealing
compound.
The stainless steel retaining ring (Item 2) should be passed over the cable and screwed onto the top
of the transducer with the three stainless steel socket head screws slackened back so that the ring can
be screwed down as far as the steel pad. By tightening the three socket head screws, little by little,
the transducer body will be drawn up into its final position and the sealing compound forced out in
an annular ring round the edge of the transducer flange outside the vessel. The retaining ring (item 2)
will probably require repositioning i.e. screwing down a bit further as the sealing compound is forced
out. The arrow on the top of the transducer must finally be aligned towards the flow of water, which
is normally from the bow of the vessel, but may be a few degrees different where the curvature of the
hull is such as to change the direction of the flow when the vessel is under way. The retaining ring
should be finally screwed down as far as possible by hand and the three socket head screws evenly
tightened until the transducer is secure and the O ring compressed.

Finally, wipe off the excess sealing compound from the transducer face MAKING SURE THAT
THE ELECTRODES THEMSELVES (Item 3) ARE COMPLETELY CLEAN AND FREE FROM
ANY GREASE, ANTI-FOULING PAINT etc. Ensure that the external part of the steel pad has been
anti-fouled and provides a smooth surface over which the water can flow. Any anti-fouling used on
the transducer face must be non-conductive and at all times the electrode beads must be clean and
free of any paint or grease.
For aluminium alloy hulls the above procedure still applies, but the hull reinforcing pad is made from
a suitable welding quality alloy and the transducer itself is manufactured in stainless steel and not
bronze as referred to above.
Wood/fibreglass Hulls (drawing 2849/3/50)

A bronze cased transducer is used having a longer body than for steel hulls, in view of the extra
thickness of the planking in wooden vessels. The reinforcing pad is replaced by an external bronze
pad to be screwed or bolted to the hull concentrically with a hole of the appropriate diameter through
the hull itself. A gasket is supplied for fitting between the pad and the hull and a suitable sealing
compound should be used on both sides of that gasket before installation. The screws or bolts retain
the pad in place when the transducer is removed from the hull.
2.3 Transducers with a seavalve (drawings 2900/4/1-1, 2905/4/2-1)

Two versions of the skin fitting with seavalve are available. One for steel hulls and the other for
wood/GRP.
2.3.1 Skin fitting with seavalve for steel hulls (drawing 2900/4/1-1)
The valve is bolted to a steel reinforcing pad by means of the studs provided and a gasket fitted
between the two faces. The steel pad is welded both internally and externally to the shell plating.
After welding the external surface of the pad must be painted to protect against corrosion and to
ensure a clean surface over which the water will flow.

A brass flange containing an O ring seal is bolted to the top of the valve. A second O ring is
compressed between the top of this flange and the flange on the transducer. Two steel pillars project
upwards from the valve and a steel bridge piece holds them in position at the top.
A stainless steel lead screw is permanently fitted with a cross bar for rotation and hence provides for
the raising and lowering of the transducer. This screw rotates in a bronze nut fastened to the centre of
the bridge piece, and has the transducer attached to its lower end.
With the lead screw rotated anti-clockwise to the limit of its travel, the lower face of the transducer
is approximately 10mm above the gate valve, which can, therefore, be closed.
By unbolting the upper bridge piece, the lead screw and transducer can be removed from the
assembly.
A hole 154mm in diameter is cut in the hull. The seavalve should be detached from the steel pad,
together with the lower gasket. The pad is then passed through the hole in the hull and welded both
internally and externally. Note that the position of the tapped holes relative to the fore and aft line is
not important, but the seavalve hand wheel can only be set in one of four positions. Where the
position of the hand wheel is critical, it is suggested that the pad be tacked in place and the valve
offered up to the pad temporarily, to ensure that the hand wheel is accessible. The valve should then
be removed while the welding is completed. When the pad is cold the seavalve and its gasket should
be positioned on the pad and fastened with the studs/nuts/washers provided.
The upper flange of the valve will have been supplied with the pillar assembly already in position.
To fit the transducer, remove the two bolts/washers (Items 3 and 4) and detach the upper bridge piece
(item 5) and lead screw (item 6). From the lower bridge piece (item 7) unbolt the two short pillars
(items 8 and 9) and screw them into the top flange of the transducer. Attach the lead screw and lower
bridge piece to these pillars with the hex head bolts supplied.

With the seavalve closed, the transducer is entered into the upper flange and seal using a little grease
on the brass tube. Keep the bridge piece in line with the main pillars so that when the transducer has
entered the O ring seal, it is not forced down onto the valve gate and damaged. The bridge piece
should come to rest in its correct position against the tip of the pillars before the face of the
transducer makes contact with the valve gate.
DO NOT ALLOW ANY GREASE TO GET ON THE BOTTOM FACE OR ELECTRODES.
Refit the bolts (item 3) not forgetting the lock washers. With the lead screw fully anti-clockwise the
lower face of the transducer clears the valve gate, and therefore the valve can now be opened fully
and the transducer wound down to its working position. This is with its lower face flush with the
face of the steel pad.
The transducer has a dot or arrow engraved on its flange and this should point forward into the flow
of water with the vessel moving ahead. The alignment can be corrected by using a bar or large
screwdriver as a lever placed between the two short pillars (item 8) BEFORE the transducer is fully
lowered into position.
When fitting a replacement with the vessel afloat, it will be necessary to open the valve slightly once
the transducer has entered the O ring seal. Otherwise the water trapped between the valve gate and
its bottom face will prevent the transducer being fully entered into the valve chamber.
2.3.2 Skin fitting with seavalve for wood/GRP hulls (drawing 2905/4/2-1)
The valve is bolted through the hull to a bronze fairing block by means of studs provided. A brass
flange, containing an O ring seal for the transducer is bolted to the top of the valve. Two steel
pillars project upwards from the flange/valve and a steel bridge holds them in position at the top of
the assembly.
A stainless steel lead screw is permanently fitted with a cross bar for rotation and hence provides for
the raising and lowering of the transducer. This screw rotates in a bronze nut fastened to the centre of
the bridge piece with the transducer attached to its lower end. Rotation of the lead screw causes it to
be raised or lowered.

With the lead screw rotated anti-clockwise to the limit of its travel, the lower face of the transducer
is approximately 10mm above the gate valve, which can therefore be closed. By unbolting the upper
bridge piece, the lead screw and transducer can be removed from the assembly.
IMPORTANT : The Hull may need localised strengthening around the position of the seavalved skin
fitting. This is more likely to be required in the case of GRP hulls and the installer must take note of
GRP thickness at the position concerned. Weights involved are:
Transducer : 11.3 kg (including 50m cable)
Seavalved skin fitting : 24.7 kg
A hole 70mm in diameter is cut in the hull. The bronze fairing block should have the four studs
screwed into it and offered up to the hull, having previously drilled four corresponding holes using
the spacer (item 1) as a template.
Note that the orientation of the seavalve is not important and it should be positioned so that there is
easy access to the hand wheel for opening and closing. The brass liner (item 2) should be inserted
through the hull and into the fairing block, and the spacer (item 1) dropped over the liner and
clamped down against the planking using the nuts provided. The thickness of the planking will not
be known in advance and it is necessary for the liner to project above the spacer (item 1) by 8mm.
After marking, cut or machine the liner to the correct length. It is essential that no frays or sharp
edges be left at either end which could prevent the transducer from passing through.
Having removed the liner and machined it, the fairing block and studs should be well covered with a
suitable sealing compound and repositioned in the hull. The spacer should also be coated with a
sealing compound paying particular attention to any irregularities in the planking as it is essential
that a water-tight joint is produced between this spacer and the planking. A gasket (item 3) is
positioned over the studs together with the sleeve (item 4) which helps register the valve. The valve
should then be fitted to the assembly and bolted down by using the nuts and washers provided. The
design is suitable for hulls up to 75mm thick. For thinner hulls, it may be necessary to shorten the
studs so they clear the valve body.

The upper flange of the valve will have been supplied with the pillar assembly already in position.
To fit the transducer, remove the two bolts/washers (items 5 and 6) and detach the upper bridge piece
(item 7) and lead screw (item 8), from the lower bridge piece (item 9). Unbolt the two short pillars
(item 10) and screw them into the top flange of the transducer.
Attach the lead screw and lower bridge piece to these pillars with the hex head bolts supplied.
With the seavalve closed, the transducer is entered into the upper flange and seal above the valve,
using a little grease on the brass tube. Keep the bridge piece in line with the main pillars so that when
the transducer has entered the O ring seal, it is not forced down onto the valve gate and damaged.
The bridge piece should come to rest in its correct position against the top of the pillars before the
face of the transducer makes contact with the valve gate.
DO NOT ALLOW ANY GREASE TO GET ON THE BOTTOM FACE OR ELECTRODES.
Refit the bolts (item 5) not forgetting the lock washers. With the lead screw rotated fully anti-
clockwise, the lower face of the transducer clears the valve gate and, therefore, the valve should now
be opened FULLY and the transducer wound down to its working position. This is with its lower
face FLUSH with the face of the fairing block. The two nuts on the upper part of the lead screw
should be rotated until the lower one is tight against the bronze nut in the upper bridge piece. The
second nut is locked tightly against the other, so that at any future date, the transducer can be
removed and refitted or replaced in the knowledge that the face of the transducer will indeed be flush
with the outer face of the fairing block when wound down to this pre-determined position. THIS
INITIAL SETTING PROCEDURE MUST BE DONE WITH THE VESSEL OUT OF THE
WATER.
When fitting a replacement transducer with the vessel afloat, it will be necessary to open the valve
slightly once the transducer has entered the O ring seal. Otherwise the water trapped above the
valve gate will prevent the transducer being fully entered into the valve chamber.
The transducer has a dot or arrow engraved on its flange and it should point forward into the flow of
water, with the vessel moving ahead. This alignment can be corrected by using a bar or large

screwdriver as a lever and placing it between the two short pillars (item 10) BEFORE it is
completely lowered into position. The lead screw should be tightened down fully clockwise, using
the cross bar fitted and HAND PRESSURE ONLY.
2.4 Log Transducer and cabling

Transducers are fitted with 50m of cable. The cable is permanently attached to the transducer and
great care must be taken not to damage it. It is a special cable containing two twisted pairs, one pair
screened, the other pair unscreened, with a final outer screen. One pair carry the a.c. supply
energising the coil to produce a magnetic field in the solid water beneath the transducer face. The
other pair is connected directly to the two sensing electrodes and brings the low level a.c. signal back
from the single turn generator formed by the solid water within the magnetic field at any instant.
It is the low level of this voltage, proportional to the vessels speed, which can cause problems when
other unrelated a.c. voltages are induced into the cabling and interfere with the signal being
measured. For this reason it is preferred that the transducer cable is encased in a solid steel pipe up to
within a few centimetres of the Electronics Unit. Although the speed signal is synchronously
detected after amplification, other high level induced voltages can interfere with the correct operation
of the log. The steel pipe provides magnetic screening from adjacent cables carrying heavy
alternating currents for other equipment. The normal non-ferrous braiding or screening does not
prevent such pick-up. It is also good practice to use this pipe for earthing the electronics unit to the
skin fitting or the hull adjacent the skin fitting, thus minimising any large earth current loops. This is
particularly so, when problems are experienced with interference from high power MF & HF radio
transmitters.

2.5 Electronic / Control Unit; P1100

The electronic unit is contained in a metal box for bulkhead mounting. The unit can be considered as
splashproof and all cable entries are glands. The mounting straps can be positioned either
horizontally or vertically and the change is affected by slackening the retaining screws visible at the
outside corners of the unit, and the straps repositioned as required before finally re-tightening the
screws concerned.
IF THIS PROCEDURE IS CARRIED OUT, ENSURE THAT THE SCREWS ARE TIGHTENED
SUFFICIENTLY TO ENSURE ELECTRICAL CONTINUITY BETWEEN MOUNTING STRAPS
AND CASING.
It is intended that the unit is mounted close to the log transducer so that the transducer cable is kept
as short as possible. The Electronic Unit must be in a position where it is protected from water.
Access to the unit is necessary for diagnostics, servicing and log calibration purposes. The d.c.
supply for the P1100 may either be taken directly into the electronic unit using its own on/off switch,
or alternatively the units switch may be left permanently on and a separate on/off switch connected
in the supply to the log, and positioned to suit the particular installation. The latter is recommended
as the d.c. supply, connected into the 24Vdc input on the 5 Ch. I/O board, means that the P1100s
own on/off switch does not totally isolate the instrument.
2.5.1 Wiring:
When connecting cables during installation, personnel involved must take full ESD
(electrostatic discharge) precautions. The wearing of a suitable grounding strap is
recommended.
2 core screened cable (0.5 CSA), is required for connecting to the 200 ppNM relay contacts in the
Electronic Unit.
2 core screened cable (0.5 CSA), is required for connecting to any IEC 61162-1 (NMEA 0183) serial
input or output on the 5 Channel I/O board in the Electronic Unit.

2 core screened cable (0.5 CSA), is required for connecting to the IEC 61162-1 (NMEA 0183) serial
outputs on the Transducer PCB in the Electronic Unit.
Always refer to the appropriate system block connection diagram.
NOTE that the casing of the Electronic Unit must have a good low impedance earth. Consequently, a
suitable bonding must be provided directly to the ships earth from the unit. The steel pipe containing
the transducer cable should be bonded at its upper end to the Electronic Unit, and the lower end of
the steel pipe bonded to the hull adjacent to the transducer.
On wood/GRP vessels it is even more essential to have a good earth connection and it is suggested
that such earthing be through to the steel pipe containing the transducer cable and the transducer skin
fitting at the lower end.
In the interests of EMC, wherever practicable, cable screens should be bonded to earth. In the
Electronic Unit, there are connection points provided for screen connections.
Due to variances in the outside diameter of the transducer cable it may be advantageous to use a
smear of silicone grease on the outside of this cable before passing it through the gland concerned.
2.6 Power supply

Power should be supplied as a nominal 24 volts d.c. This incoming supply is stabilised down to 15
volts for use with the EM log and 5 volts for the microprocessor circuits. The Wind Interface also
has its own voltage converter, running from the 24 volts supply. Provided the power supply for the
log is free of any ripple, the log will function correctly with voltages from 19V minimum to 31.2 V
maximum. Where the power is obtained from an a.c. mains power unit fitted to the vessel for this or
other purposes, it may be found that a.c. ripple is superimposed on the d.c. output. In such cases, it
is ESSENTIAL that the instantaneous voltage available never drops below 19V. If there is any doubt
as to the suitability of the ships 24 volt d.c. supply and a.c. mains is available, it would be advisable
to fit a small power unit specifically for the log. This power supply unit (P1010) is shown on
drawing 3389-A3-7.
Power consumption (typical system): 20w (DC). Note: power surge, at switch on, 1.75A max. for
500msec.

2.7 7070/7080 Displays / Indicators

These units can be mounted directly into a panel, with a cut-out suitable for a DIN 43700 case
(144mm square bezel), as shown on drawing 3347-A3-71. This necessitates access to the rear of the
panel, in order to fit and tighten the securing clamps provided. Alternatively, a cut-out, as shown on
drawing 3419-A3-15, will allow the display to be fitted using the optional 02-071 mounting plate.
Rear panel access would not be required if fitting in this way.
Power can be supplied from the P1100, 7080 Electronics Unit or from a local 24 volt d.c supply.
Note, however, that the (master) P1248 Log Data Display MUST share the same 24Vdc supply
as the P1100 7080 Electronics Unit with the reset link on the Transducer PCB in the
standard R.H. position. (The Transducer PCB does have the ability to cope with a situation where
the main log data display can only be fed with a different 24Vdc supply from that feeding the
Electronics Unit. Information is given in section 2.7.1 below). All terminals are situated on the rear
of the indicator casing, and cable connections can be made before the instruments are fitted into the
panel.
2.7.1 Wiring:
When connecting cables during installation, personnel involved must take full ESD
(electrostatic discharge) precautions. The wearing of a suitable grounding strap is
recommended.
The main P1248 Log Data Display (speed and distance indicator) requires a 3 x twisted pairs cable
with overall screen (cores 0.5 CSA min), for NMEA, power & reset. Note again that this indicator
would normally share the same 24Vdc supply as the P1100 master electronics unit.
Additional P1248 Log Data Display/s would normally require a twin twisted pair cable (0.5 CSA
min), for NMEA and power, which could be provided via the main P1248 Log Data Display. Refer
to the P1248 connection diagram, 3419-A3-11 for full information.

The relay; RLY1 (N.O. and Com connections) of the main, or single, P1248, can be used to reset the
TRIP distance in the LOG. RLY1 will be active for 1 second after the TRIP RESET button has been
pressed for 5 seconds. This 5 seconds activation time is implemented to prevent accidental operation
and reset of Trip distance.
The display will automatically go to Display Mode 2 (Log Speed and Trip Distance) after TRIP
RESET has been pressed.
For TRIP RESET operation, with a common 24Vdc supply to both the P1248 and P1100 Master
Electronics Unit (MEU), connect Terminal 12 on the LOG transducer board, in the MEU, to
RLY1(N.O.) on the P1248 and connect RLY1(Com) to 0V, using permanent link on rear of the
P1248 Display. The option link on the P1100 MEU transducer board must be in the Right Hand
position (centre and R.H pin connected). See drawing 3419-A3-11 sheet 2.
For TRIP RESET operation with an independent 24Vdc supply into the main or single P1248
Display, connect Terminal 11 on the LOG transducer board, in the P1100 MEU, to the independent
+24V. Connect Terminal 12 on the LOG transducer board, in the MEU, to RLY1(N.O.) on the
P1248 and connect RLY1(Com) to the independent 0V, again using permanent link on rear of the
P1248 Display. Note that the option link on the P1100 MEU transducer board must be in the Left
Hand position (centre and L.H pin connected) for this configuration.
The P1249 wind data display, and P1255 weather data display both require a 2 core screened cable
(0.5 CSA), for NMEA, together with a separate 2 core screened cable (0.5 CSA), for power.

2.8 Wind Instruments
IF WIND SENSORS OTHER THAN THE P292 OR P296 ARE EMPLOYED, REFER TO
DATA SHEETS FOR THE SENSORS SUPPLIED WITH THE SYSTEM.
2.8.1 Solid State Wind Sensor: (Ref: P292)

The unit should be mounted as high as possible in air which is undisturbed by movement over and
around any structures and in a position to ensure a clear azimuth. The base flange must be attached to
a suitable horizontal platform. For shipborne use, fitting high on the main mast is recommended as
under adverse sea state conditions there would be less possibility of the sensor being frequently
washed with sea water than if mounted forward.
Always check the installation to ensure the solid state sensor is not affected by other equipment
operating locally, which may not conform to current standards, e.g. radio/radar transmitters, engines,
generators etc.
Guidelines:
Avoid mounting in the plane of any radar scanner a vertical separation of at least 2m
should be achieved.
Radio transmitting antennas; the following minimum separations (all around) are
suggested:-
VHF IMM 1m
MF/HF 5m
Satcom 5m (avoid likely lines of sight)
Ensure that the system is connected in accordance with the diagram supplied and that
if a junction box is used ensure that cable screens are connected through to maintain
EMC integrity.
2.8.1.1 Wiring:
The P293 sensor cable supplied is 4 core with an overall screen and has the connector attached.
Standard cable length is 20 metres, but longer lengths; up to a maximum of 200 metres, can be
supplied to order. The cable must be secured at regular intervals to eliminate any strain on the
attached connector when mated with the sensor lead and also to prevent chafing. Mated

connector is rated at IP68. The cable is considered to be class 2 in respect of its carried low voltage
power and signal levels. Refer to section 2.8.3 and sub-sections 2.8.3.1 / 2.8.3.2 for full details
concerning cable installation.
Cable information is as follows:

Power:- Red: = +24Vdc, Blue = -ve, (P292 power consumption 20mA max)
Yellow = NMEA 0183 Signal Line A, Green = NMEA 0183 Signal Line B,
Screen = Ground.
(Cable Assembly = ref: P293; if requiring replacement always specify length (or suffix letter; if
known).
2.8.1.2 Sensor Orientation:

Orientation of the sensor tower is important. The unit must be mounted vertically on its base
mounting flange so that the datum marks; two arrows, a blue rectangle, and an alignment notch,
point directly along the required measurement axis. On a vessel this would be pointing forward,
towards the bow and be parallel with the fore-aft axis. On a static installation the sensor should be
aligned with the datum marks pointing towards North. Provision must also be made for exiting the
flying lead / connector beneath the sensor flange prior to connection; see drawing 3342-2-7. On
installation, always ensure that the connector is securely mated.
Slots in the base mounting flange allow for any final adjustment that may be deemed necessary to
attain correct alignment. Simply slacken the three bolts concerned and rotate the unit on its base. Re-
secure when the correct alignment is achieved.
If part installation is carried out with either the sensor assembly or the down cable assembly being
fitted then it is important to protect the appropriate connector from the elements until it can be mated
with its other half.
IMPORTANT:
The sensor is a precision instrument and care should be taken when handling.
If the unit is removed at any time, ensure that the in-line connector attached to the cable is
suitably protected from the elements until such time as the sensor is refitted.
DO NOT REMOVE THE BLACK RUBBER TRANSDUCER CAPS.

WARRANTY IS VOID IF THE BLUE SECURITY SEAL IS DAMAGED OR REMOVED.
2.8.1.3 Cleaning:
If there is any build up of deposit on the sensor unit, it should be gently cleaned with a cloth,
moistened with soft detergent. Solvents should not be used, and care should be taken to avoid
scratching any surfaces.
If exposed to extreme low temperatures and precipitation causing a build up of ice in the measuring
chamber, the unit should normally be allowed to defrost naturally. However, tepid water can be
sprayed onto the unit to speed up the process if required. Do NOT attempt to remove ice or snow
with a tool.
Do NOT remove the black rubber transducer caps.
2.8.1.4 Servicing:
There are no moving parts or user-serviceable parts requiring routine maintenance.
Opening the sensor unit or breaking the security seal will void the warranty and the calibration.
In the event of failure it is recommended that all cables and connectors be checked for continuity,
bad contacts, corrosion etc.
If it is necessary to remove the sensor unit at any time, do not separate the sensor from its flanged
tower but remove as a complete unit after disconnection of the masthead connector. Protect both
halves of the separated connector from the elements until reconnection can be carried out.

2.8.2 Combined Cup and Vane Wind Sensor: (Ref: P296)

The unit should be mounted as high as possible in air which is undisturbed by movement over and
around any structures and in a position to ensure a clear azimuth. For shipborne use, fitting high on
the main mast is recommended as under adverse sea state conditions there would be less possibility
of the sensor being frequently washed with sea water than if mounted forward.
Always check the installation to ensure the combined sensor is not affected by other equipment
operating locally, which may not conform to current standards, e.g. radio/radar transmitters, engines,
generators etc.
Guidelines:
Avoid mounting in the plane of any radar scanner a vertical separation of at least 2m
should be achieved.
Radio transmitting antennas; the following minimum separations (all around) are
suggested:-
VHF IMM 1m
MF/HF 5m
Satcom 5m (avoid likely lines of sight)
Ensure that the system is connected in accordance with the diagram supplied and that
if a junction box is used ensure that cable screens are connected through to maintain
EMC integrity.
2.8.2.1 Wiring:
The P293 sensor cable supplied is 4 core with an overall screen and has the connector attached.
Standard cable length is 20 metres, but longer lengths; up to a maximum of 200 metres, can be
supplied to order. The cable must be secured at regular intervals to eliminate any strain on the
attached connector when mated with the sensor and also to prevent chafing. Mated connector is
rated at IP68. The cable is considered to be class 2 in respect of its carried low voltage power and
signal levels. Refer to section 2.8.3 and sub-sections 2.8.3.1 / 2.8.3.2 for full details concerning cable
installation.

Cable information is as follows:

Power:- Red: = +24Vdc, Blue = -ve, (P296 power consumption 40mA max)
Yellow = NMEA 0183 Signal Line A, Green = NMEA 0183 Signal Line B,
Screen = Ground.
(Cable Assembly = ref: P293; if requiring replacement always specify length (or suffix letter; if
known).
2.8.2.2 Sensor Orientation: (Refer to drawing 3343-2-30)

The Masthead Mounting Bracket (A) must be securely fastened to the mast top using machine
screws, self-tapping screws or pop rivets. Note that hexagon head set screws are recommended as
these will more readily allow for tightening after final adjustment is made to ensure correct
alignment. Make sure that before drilling the mast top, the Mounting Bracket (A) can lie fore and aft,
and that there is room for the Main Unit (B) and for its connecting P293 cable assembly. Ensure that
the Mounting Bracket (A) is correctly aligned; so that the Main Unit points directly forward,
towards the bow of the vessel, before finally locking the bracket into position by tightening the
screws concerned. Slots in the base of the mounting bracket allow for this adjustment. Note that the
sloping top edges of the mounting bracket are to the rear.
Having visually aligned the Mounting Bracket (A), sufficiently tighten the securing screws used to
hold the bracket in position. Re-fit the main unit (B); the combined wind sensor, arm and block
assembly, and secure, using the four M5 pozi-pan head screws and lock washers (C) provided; two
on each side of the bracket. With the P293 cable assembly connected, hold the vane steady, as if the
vessel is head to wind, and check with bridge personnel that the reading, on the fitted digital wind
display, is 0. If necessary, adjust the position of the mounting bracket until the required result is
achieved. Lock the mounting bracket in position when correct alignment has been achieved. If the
combined sensor is not going to be fitted immediately ensure that the connector of the P293 cable
assembly is protected from the elements until such time as the P296 is fitted. The 4 core screened
cable of the P293 is fed through the mast using suitable synthetic rubber grommets top and bottom,
or appropriate glands. If the cable is brought down the mast externally, it should be secured at regular
intervals to prevent chafing. Leave enough slack cable at the mast top to allow the connector to be
attached and to be removed from the P296 main unit (B).

If the P296 is to replace an earlier Walker combined masthead unit, it is likely that an original
Walker mounting plate is fitted directly to the mast top. This flat plate will be found to contain two
threaded studs, protruding vertically, which will align with the slots in the P296 mounting bracket
(A). The nuts and washers, attached to these studs, must be removed and the mounting bracket (A),
with the main unit (B) attached, positioned over the studs, and the washers and nuts re-fitted. The
P296 must then be correctly aligned, fore aft, as described above, before locking it securely in
position on the fitted mounting plate using the nuts and washers concerned.
On installation, always ensure that the P293 connector is securely mated.
If part installation is carried out with either the sensor assembly or the down cable assembly being
fitted then it is important to protect the appropriate connector from the elements until it can be mated
with its other half.
IMPORTANT:
The sensor is a precision instrument and care should be taken when handling.
If the unit is removed at any time, ensure that the in-line connector attached to the cable is
suitably protected from the elements until such time as the sensor is refitted.
2.8.2.3 Cleaning:
If exposed to extreme low temperatures and precipitation causing a build up of ice, which may
prevent the rotation of the vane or cupset, the unit should normally be allowed to defrost naturally.
However, tepid water can be sprayed onto the unit to speed up the process if required. Do NOT
attempt to remove snow or ice with a tool.
2.8.2.4 Servicing:
There are no user-serviceable parts requiring routine maintenance.

In the event of failure it is recommended that all cables and connectors be checked for continuity,
bad contacts, corrosion etc. Check that both cupset and vane are able to rotate freely.
If it is necessary to remove the sensor unit at any time, first unscrew and release the P293 cable
connector from the back end of the P296 unit and protect the in line connector of the P293 from the
elements. Release and remove the M5 screws and lock washers from the sides of the mounting
bracket and remove the P296 main unit; the combined wind sensor, arm and block assembly. Re-fit
the screws and lock washers to the mounting block on the main unit for safe keeping.
The cupset can be replaced if damaged. Replacement cupset re-order code is 01-034-296 and whilst
replacement fitting instructions are also included, the procedure is given below.
Note:
For replacement purposes, if accessibility to the fitted sensor is difficult then, rather than attempt
replacement of the cupset at the fitted position, it is recommended that the main unit of the sensor be
removed, as outlined previously, and replacement of the cupset carried out elsewhere. Remember to
protect the disconnected cable connector from the elements whilst the main unit is removed.
Procedure:
1] Hold Cupset securely by hand and with spanner, slacken, unscrew and remove retaining nut
together with seelok washer.
2] Remove Cupset by lowering vertically off drive shaft.
3] Replace new Cupset ensuring that pip in centre section is correctly located in hole in flange of
cap.
4] Replace seelok washer, re-attach retaining nut and, holding Cupset, engaged in flange of cap,
securely lock retaining nut down onto washer.
If remote changing of the cupset was carried out:
5] Re-fit the main unit of the sensor securely back onto its mounting. Ensure that original alignment
is maintained.
6] Re-connect the P293 cable connector checking that it is correctly and securely mated.

Vane replacement:
In the event of damage to the fitted vane, the main unit must be removed, as outlined earlier, and
returned to John Lilley and Gillie Ltd, for replacement of the vane to be carried out.

2.8.3 General Information Installation of Cables.

Low voltage cables can normally be split into at least four classes where each class runs along a
different route, only bundled with, or in close proximity to, cables from its own class.
Cable classes would ideally not cross over each other but where they must cross, they should do so at
right angles. If classes are more than one class apart additional metal screening may be required
where crossing occurs.
2.8.3.1 Cable classes.
Class 1 is for cables carrying very sensitive signals. Low level analogue signals such as millivolt
output transducers (i.e. the Walker log transducer) and radio receiver antennae are in Class 1A. High-
rate digital communications such as Ethernets are in class 1B. Classes 1A and 1B should not be
bundled together, although their bundles may be run adjacent to each other.
Class 2 is for cables carrying slightly sensitive signals, such as ordinary analogue (i.e. 4-20mA, 0-
10v and signals under 1MHz), low rate digital communications (i.e. RS422, RS485), and digital (i.e.
on/off) inputs and outputs (e.g. limit switches, encoders, control signals). Cables carrying NMEA
0183 serial data, or other available analogue signals, from the 7070 master unit are included in this
class, as are the connecting cables from the Walker Wind Sensors, Weather Sensor and Water
Temperature Sensor.
Class 3 is for cables carrying slightly interfering signals, such as low voltage AC distribution (<1kV)
or DC power equal to or above 48v. This class also covers control circuits with resistive or inductive
loads where the inductive loads are suppressed at the load.
Class 4 is for cables carrying strongly interfering signals. This would include all the power inputs or
outputs, to or from, adjustable speed motor drives, power converters; and their DC links. Cables to
RF transmitting antennae and unsuppressed inductive loads are also included in this class.
Class 5 and 6 are reserved for MV and HV supply distribution cables respectively. Note that any
other cable classes in proximity to these would need to be protected by additional screening or very
much greater spacing.

2.8.3.2 Segregation distances

Recommended minimum spacings between cable classes, based on a 30 metre run of cables held
close within a parallel earth conductor (PEC) which could be a tray, open (or closed) duct or solid
metal conduit are shown in the diagram below.
Longer parallel runs should use pro-rata greater spacings. Note that if longer runs are involved,
multiply the stated spacings by a factor given by: length (in metres) 30.
CLASS 1 CLASS 2 CLASS 3 CLASS 4

cables 150mm
cables cables cables
300mm 150mm
450mm
450mm
600mm
PEC (parallel earth conductor) e.g. cable tray
Class 5 cables are not shown in the diagram above but should be at least 150mm spacing from Class
4, with Class 6 at least a further 150mm away. Where any such MV or HV cable is within 1 metre of
a Class 1 cable, the Class 1 cable should be run in a covered metal duct.
Greater spacings generally give lower coupling (crosstalk) between cables; however the acceptable
amounts of coupling will always depend on the types of cables, the installation techniques used, the
electronics connected to each end of the cables and the functional requirements of the application.
Running individual cable classes in their own closed metal duct or round conduit PECs allows the
spacing between classes to be reduced (even to zero), but it is still best to avoid running classes 1 and
4 close together.
Note that type approved equipment that includes IEC60945 certificated accreditation will be immune
from interference levels stated in the standard, providing that the installation of the said equipment
has been carried out strictly in accordance with manufacturers instructions.

2.9 Setting up the P1100 (7080)

When the P1100 (7080) is first installed there are some operations that MUST be carried out.
Note that FLOW DIAGRAMS are supplied to cover all keying operations and supplement the keying
information contained in this handbook.
In any situation where the system requires the operator to enter a number, then the [E] key will be
used as an [Enter] key. All keys pressed by the operator, as described in this manual, are indicated
by italics.
2.9.1 Switching On and Configuring the P1100 (7080)

1 SWITCH ON.
The screen in the left hand LCD display will initially show the CPU firmware version loaded,
before reverting to show P1100 (LOG) with UNCALIBRATED given below. This is the
normal run screen (after calibration would display P1100 (LOG) above with
CALIBRATED below if log was disabled would display P1100 (LOG) above with
DISABLED below). The main LED speed display will show an indeterminate XX.X
speed value with Trip distance, initially at zero in the lower main display. To enter the set-up
routine, press the [0] key. The LCD will show ENTER PIN with E = ENTER C =
CANCEL underneath. Enter the four digit PIN number, [2][1][0][6] followed by [Enter]
(the [E] key).
2 When the correct PIN is entered, the LCD will show CONFIGURATION MENU, as a 2
line display which will then continuously scroll down and repeat the 3 pages of information
as follows. 1. LOG EN/DISABLE / 2. CALIBRATE, then 3. TEST MODE / 4.
RESET and then C. CANCEL.
2.1 If you want to ENABLE or DISABLE the Log, press the [1] key. Note that if a
Walker Transducer is fitted then the Log would have to be enabled; if no Walker
Transducer was fitted then the Log would have to be disabled.
Normal factory default condition is for Log Enabled (also 200ppnm Enabled).
The LCD will show LOG E=ENABLE with D=DISABLE C=CAN below.
To enable the log, press the [E] key.
To disable the log, press the [D] key.

2.2 Having pressed E or D, the LCD will show PPNM E=ENABLE with
D=DISABLE C=CAN below.
To enable the 200PPNM outputs, press the [E] key. (PPNM above, with
ENABLED below will show in the LCD)
To disable the 200PPNM outputs, press the [D] key. (PPNM above, with
DISABLED below will show in the LCD)
Pressing either of the above will automatically set new LOG and PPNM Enabled /
Disabled settings in Flash Memory after which the LCD will revert to the
Configuration Menu.
2.3 At the appropriate time during the operations described in 2.1 and 2.2, pressing the
[C] (CANCEL) key, will cause the display to revert to show the Configuration
Menu. Any LOG ENABLED / DISABLED status and PPNM OUTPUT status, to the
original factory settings or as previously input, will remain unchanged.
3 With the CONFIGURATION MENU active, with the LCD 2 line display continuously
scrolling and repeating the information on three consecutive screens as follows 1. LOG
EN/DISABLE / 2. CALIBRATE, then 3. TEST MODE / 4. RESET, then C.
CANCEL. To CALIBRATE the 7070, press the [2] key. IMPORTANT: Any
calibration procedure must not be activated until the 7080 Log system has been
correctly zeroed. Refer to section 2.9.2. for this information.
REFER TO SECTION 2.9.3 FOR FULL DETAILS OF THE THREE CALIBRATION
PROCEDURES AVAILABLE.
4 With the CONFIGURATION MENU active, with the LCD 2 line display scrolling and
repeating the information as follows; 1. LOG EN/DISABLE / 2. CALIBRATE, then 3.
TEST MODE / 4. RESET, and then C. CANCEL. To access the TEST MODE, press
the [3] key.
4.1 The LCD display will show ENTER SPEED(x10) with E = ENTER C =
CANCEL below.

To SET a fixed speed value from the keypad, the required speed should be entered in
the form [1][0] to represent 1.0 knots or [1][0][0] to represent 10 knots. Note that
these are examples only and the actual key presses made are to customer
requirements. This is useful for setting up other equipment that is being connected to
the 7080, such as other indicators, and for checking the 200 pulses per nautical mile
(PPNM) outputs; if enabled. Note that keyed values less than 1 knot and greater than
80 knots will be ignored.
After keying in the required set speed correctly, for instance 100 for 10.0 knots, the
LCD will show ENTER SPEED (100) / E = ENTER C = CANCEL. Press [E] to
accept the previously keyed set speed.
The LCD will show TEST MODE C = CANC / SPEED 10.0 Knots. The indicated
(set) speed will be output as the relevant field within the IEC61162-1 VHW
(NMEA 0183) message, with the associated VLW message (note: total distance
transmitted in whole number nautical miles on legacy channel 2 only) also being
output. If the 200PPNM outputs have been previously enabled, they too will pulse at
the test speed frequency.
4.2 When checks are completed, press key [C] to cancel and return to the Configuration
Menu.
repeating the information; 1. LOG EN/DISABLE / 2. CALIBRATE, then 3. TEST
MODE / 4. RESET, and then C. CANCEL, if it is required to RESET the memory to
the original factory settings, press key [4].
5.1 The LCD will show CLEAR MEMORY? with C = CONT E = END below. To
CONTINUE in the CLEAR MEMORY mode, press [C]. ARE YOU SURE? / E =
YES C = NO, will be prompted on the LCD. Press [E]. MEMORY RESET TO
FACTORY SETTINGS will appear for a few seconds on the LCD before the display
reverts to the Configuration Menu. Note that any calibration points put in during
calibration would be totally erased at this time, that the Trip and Total distances
would both be reset to zero and that any System Up Time would also be reset to Zero.
FACTORY SETTINGS: Log Enabled / Log Un-calibrated / PPNM Enabled.

5.2 With LCD showing CLEAR MEMORY? / C = CONT E = END, to END, press
button [E]. The LCD display will immediately change to show the Configuration
Menu.
5.3 With LCD showing ARE YOU SURE? / E = YES C = NO, if not sure, press [C].
The LCD display will immediately revert to show the Configuration Menu.
repeating the information; 1. LOG EN/DISABLE / 2. CALIBRATE, then 3. TEST
MODE / 4. RESET, and then C. CANCEL, if the operator does not want to proceed
with an intended configuration function then, to immediately drop out of the configuration
menu, press key [C]. The LCD display will immediately change to show the normal run
mode screen.
The inputted information is retained in non-volatile RAM. Note that, after successful calibration, the
LCD will show P1100 LOG / CALIBRATED. The appropriate vessel speed and trip distance
values will be shown on the Log Data Display/s fitted on the system concerned.
WARNING: After satisfactory calibration, if accessing the LCD configuration menu screen,
pressing key [4] RESET to bring up the CLEAR MEMORY? / C = CONT E-END prompt
and pressing key [C] and then key [E] after the ARE YOU SURE? prompt is displayed, will
permanently erase all log calibration data from the look-up table. Trip and Total
distances and System Up Time would also all be reset to zero. ONLY USE THIS FACILITY
IF IT IS INTENDED TO PERFORM RE-CALIBRATION OF THE 7080 SYSTEM.

2.9.2 Zero Control (See also section 2.9.3 Calibrating the 7080 Log Function (Calibration
methods)
The Zero potentiometer, VR2, is located on the transducer PCB, within the screened can, in the
Electronic Unit, (refer to drawing F-1877 Transducer PCB assembly). This control is used to set the
indicated speed to zero when the water is stopped relative to the vessel. Access is gained through the
hole in the lid and, using a suitable screwdriver, the spindle of the potentiometer should be turned
clockwise until a speed reading is given on the LCD and/or log indicator. It should then be turned
anti-clockwise VERY slowly, until the speed has dropped to zero or just above. IT IS IMPORTANT
THAT THE ZERO CONTROL IS NOT TURNED TOO FAR ANTI-CLOCKWISE, as this will lead
to errors, particularly at low speeds.
The procedure to SET ZERO is performed as part of the overall CALIBRATION procedure and
is accessed from the CONFIGURATION MENU. All calibration runs are performed AFTER
zero has been adjusted to read correctly. Refer to section 2.9.3.

2.9.3 Calibrating the 7080 Log Function (Calibration Methods).

SUMMARY.
NOTE: Once a calibration has taken place the information can only be removed by using the
RESET function within the configuration menu of the 7080. This will erase ALL calibration
data.
The KNOWN SPEED method of calibration, works on the principle of performing a single run in
one direction only and requires that the speed of the ship be calculated. The calculated KNOWN
SPEED is then entered into the look-up table as described later. At the point of entering the
KNOWN SPEED into the look-up table, the vessel must continue steaming ahead at the same
engine revs as when the vessels speed was calculated. This ensures that the sensed transducer
voltage, at the instant of entering the calculated speed value, is correct. The calculated KNOWN
SPEED is entered via the keypad, using the x10 rule, such that, for example, pressing [1][0][0]
[Enter], would input 10.0 knots.
This KNOWN SPEED method of calibration can also be used in conjunction with an accurate and
reliable on board GPS system. Rather than calculating the vessel speed as previously described, the
SOG (speed over ground) given by the GPS can be used. Again, when inputting the speed value, the
vessel must continue steaming ahead, at the same engine RPM, as when the GPS SOG reading was
taken. Using GPS for this method of KNOWN SPEED calibration is only recommended for use in
those areas where small tidal flow conditions are known to exist.
It is recommended that after setting zero the upper limit of the system is calibrated, i.e. maximum
speed ahead. Further calibration can be done, at other forward speeds, within this upper limit, so that
a range of calibration points is available. Note that whilst a maximum of fifty calibration points can
be input into the P1100 7080 look-up table, normally only three or four would be considered
necessary. Do not calibrate log at speeds that are too close to each other. This calibration procedure
is outlined in more detail later.
The KNOWN DISTANCE method of calibration works on the principle of performing the
calibration by sailing the vessel over two runs, the second the reciprocal of the first, both over an
identical measured nautical mile distance (minimum 0.2NM, maximum 5.0NM) and with the same
engine revs. Sensed transducer voltages are taken once per second during both runs. At the end of
the second run, calculation of the average speed through the water, over both RUN 1 and RUN 2,

is performed automatically, whilst an average of all the sensed transducer readings is also calculated.
The calculated average speed and the averaged sensed transducer reading, are automatically stored in
the look-up table. It is recommended that after setting zero the upper limit of the system is calibrated,
i.e. maximum speed ahead. Further calibration can be done, by repeating the method, at other
forward speeds, within this upper limit, so that a range of calibration points is available. Note again
that whilst a maximum of fifty calibration points can be input into the P1100 7080 look-up table,
normally only three or four would be considered necessary. The absolute minimum of calibration
points that may be used is two.
This method of calibration is considered to be more accurate than the known speed method as tidal
stream effects have been nullified, many more sensed transducer readings have been taken and
averaging is used in the automatic calculating process for the derivation of speed through the
water.
Do not calibrate log at speeds that are too close to each other. This calibration procedure is outlined
in more detail later.
The GPS MILE (D/T) method can be used, to provide an automatic calibration procedure, only if a
IEC 61162-1 (NMEA 0183) GGA sentence is being input to the P1100 from an approved GPS
shipboard system. The vessel would again be sailed over two runs, the second the reciprocal of the
first, with both runs performed over a 1 nautical mile distance over the ground, as calculated and
timed, by the P1100 from the received GGA messages. Both runs are performed at the same
engine revs. Sensed transducer readings are taken once per second and averaged at the end of Run 1,
and at the end of Run 2. The average of both these transducer readings is calculated and this is tied
to the calculated average speed over the ground from the sensed distance travelled with respect to
time over both runs. If the calibration details from the two runs concerned, shown on the 7080 LCD,
appear satisfactory, they can be accepted by the operator, and the calibration point stored in the look-
up table. Note again that whilst a maximum of fifty calibration points can be input into the P1100
7080 look-up table, normally only three or four would be considered necessary.
The following GPS NMEA sentences can be used for calibration of the LOG.

GGA UTC Latitude Latitude Longitude Longitude GPS Number of

N/S E/W quality ind Satellites
Global Time of Used for Used for Used for Used for If number >= 4
positioning fix. This is the the the the is from 1 Satellites
system used for the calculation calculation calculation calculation to 5 then then
(GPS) fix calculation of distance of distance of distance of distance data is latitude,
Data of time of and and and and accepted longitude
Run during Bearing Bearing Bearing Bearing fix
calibration regarded
as valid
GGA HDOP
(continued)
<= 3 then latitude,
longitude fix
regarded as valid
VTG Course Over Course Over Speed Over Speed Over

Ground (True) ground Ground Knots Ground km/h
(Magnetic
Course over Used for true Used for Used for true Used for true
ground and wind calculation calculating wind calculation wind calculation
ground speed and GPS(Auto) magnetic and GPS(Auto) and GPS(Auto)
Log calibration deviation Log calibration Log calibration
These sentences are also checked for validity and passed through to TX channels 1, 1A, 1B, 3, 4 and
5.
NOTE:
ANY OF THE ABOVE CALIBRATION METHODS CAN ONLY BE USED AFTER THE 7080
SPEED LOG HAS BEEN CORRECTLY ZEROED. This should only be performed by an
authorised person and is achieved by adjusting the potentiometer (VR2) in the main unit, within the
screened can on the transducer printed circuit board. Refer to earlier section 2.9.2.
IT IS RECOMMENDED THAT, REGARDLESS OF WHICH CALIBRATION METHOD IS

USED, THE WIND SPEED, AT THE TIME OF CALIBRATION, IS LESS THAN FORCE 3
(BEAUFORT SCALE) AND THAT TIDAL STREAM VELOCITY CHANGE; BETWEEN
RECIPROCAL RUNS, WHEN USING THE KNOWN DISTANCE OR GPS MILE (D/T)
METHOD, OR DURING ANY KNOWN SPEED CALIBRATION PROCEDURE, IS LESS
THAN 0.1 KNOTS.
PROCEDURE.

2.9.3.1 Zero Setting & Calibration using KNOWN SPEED Method.
1) Perform Zero Speed Setting first.

From LCD showing initial run mode screen P1100 (LOG) / NOT CALIBRATED, press
[0] and after ENTER PIN prompt is displayed, press, in sequence, [2], [1], [0], [6],
followed by [E], the ENTER key. This will bring up the Configuration Menu.
Press [2], to enter the Calibration Menu.
The 2 line LCD will scroll between the four different screens, at 1 second intervals, to show
CALIBRATION / MENU, then 0. SET ZERO / 1. KNOWN SPEED, then 2.
KNOWN DISTANCE / 3. GPS MILE (D/T), then C. CANCEL, etc.
Press [0]. The LCD will show SPEED XX.X Knots / C TO CANCEL. (XX.X value
being an indeterminate speed at this time).
If vessel is in still / slack water, set LCD SPEED reading to zero (00.0 Knots) using
screwdriver to adjust VR2 as per section 2.9.2. When correctly adjusted to zero, press [C] to
cancel operation and return to the Calibration Menu. At this time the LCD will show the
scrolling calibration menu screens, with 00.0 Knots being displayed on the main P248 Log
Data Display. Calibration can now be performed; see section 2.
If not in still water, navigate back to the normal run mode screen (by pressing [C] when in
calibration menu, then [C] from the configuration menu) and switch P1100 unit OFF.
Disconnect transducer; by removing Red and Black transducer wires. Link together the
vacated Red and Black terminal connections on the transducer PCB assembly, switch unit
back on, and access the SET ZERO option, as above. Set LCD SPEED reading to zero
(00.0 Knots) using screwdriver to carefully adjust Zero potentiometer, VR2, as per section
2.9.2.
When correctly adjusted to zero, press [C] to cancel operation and return to the Calibration
Menu. At this time the LCD will show the scrolling calibration menu screens, with 00.0
Knots being displayed on the main P248 Log Data Display. Press [C] to return to the
Configuration Menu, then press [C] to return to the normal run mode screen with the
LCD showing P1100 (LOG) / UNCALIBRATED.

Switch off unit, remove link and re-connect transducer wires. Switch unit back on. After the
P1100 software version has been momentarily displayed, P1100 (LOG) /
UNCALIBRATED will be displayed on the LCD. Follow the previous instructions to
return to the Configuration Menu and then to the Calibration Menu. A small speed value
will, however, be displayed on the main P248 Log Data Display, indicative of the movement
of water presently passing the face of the log transducer.
2) CALIBRATION can now be performed.

From the Calibration Menu, with the LCD alternately showing CALIBRATION /
MENU, then 0. SET ZERO / 1. KNOWN SPEED, then 2. KNOWN DISTANCE /
3. GPS MILE (D/T), then C. CANCEL, etc.
Press key [1] to enter the KNOWN SPEED calibration method. The LCD will show
ENTER SPEED (x10) / E = EN B = RPT C = CAN.
(Note E = ENTER, B = REPEAT, C = CANCEL).
Key in the speed, in knots, using the x10 rule. For example, pressing [1][0][0] would
result in the LCD showing ENTER SPEED (100) / E = EN B = RPT C = CAN.
Press [E], to input 10.0 knots.
Note that the speed can either be from a calculation carried out with the vessel steaming
ahead, on a straight course, at a set and constant number of engine revs, over a measured
mile, or other measured distance, or can be from an accurate and reliable on board GPS unit,
provided that suitable sea conditions exist at the time. It is recommended that this first
calibration run be performed at the top speed of the vessel. Go to top speed and steer a
straight course. When speed settles, then perform the necessary calculation as described or
take the appropriate GPS SOG reading. It is important to remember that when pressing the
[E] key to enter the keyed KNOWN SPEED reading, the vessel MUST still be continuing on
at the same number of engine revs as at the time of either performing the KNOWN SPEED
calculation or taking the GPS SOG reading. This ensures that the correct sensed transducer
reading is tied to the appropriate keyed in KNOWN SPEED value in the 7080 look up
table.
Upon pressing [E], the LCD indication will show FIXING CAL POINT / PLEASE
WAIT for a few seconds, before changing to show 01 CAL PTS SET / C = EXIT.

Press [C] to return to the ENTER SPEED (x10) / E = EN B = RPT C = CAN screen.
Other additional calibration points may now be added to the 7080 look-up table, in order to
provide the best possible calibration of the system.
3) Perform another run at a lower speed (different engine revs), and steer vessel at the new
speed, again on a straight course and repeat instructions given above at 2), to store a second
calibration point. FIXING CAL POINT / PLEASE WAIT will appear for a few seconds,
before changing to show 02 CAL PTS SET / C = EXIT. Press [C] to return to the ENTER
SPEED (x10) / E = EN B = RPT C = CAN screen.
Note that, after the initial 01 calibration point has been stored in the 7080 look up table, if
any subsequent calibration point entered; at the [E] key press, is considered to be incorrect,
then the programme will not allow the suspect calibration point to be stored. ENTRY
ERROR CAL / POINT NOT STORED will be displayed and the LCD screen will revert to
the ENTER SPEED (x10) screen for the calibration, at the same or other speed, to be done
again.
4) Perform other runs, at other speeds, as considered necessary to achieve the most satisfactory
calibration of the system on the vessel concerned.
In total, a maximum of fifty calibration points can be stored. Three or four calibration points
are normal but if the vessel involved does change attitude in the water with respect to speed
then more may be necessary to ensure that an acceptable standard of accuracy is achieved.
5) Note that if a mistake is made in keying in the correct known speed value, in knots, using
the x10 rule, then, provided that the incorrect value has not been entered, press key [B]. The
LCD will show the ENTER SPEED ( ) / E = EN B = RPT C = CAN screen ready to
repeat the keying in of the x10 known speed value.
6) When it is decided that enough known speed calibration points have been entered, at the
ENTER SPEED (x10) / E = EN B = RPT C = CAN screen, press [C] to return to the
Calibration Menu. Press [C] to return to the Configuration Menu. Press [C] to return to

the normal run mode screen whereupon the LCD will show P1100 (LOG) /
CALIBRATED.
Two calibration points are recommended as the minimum for a displacement type craft (one that
does not change its attitude in the water whether sailing at high or low speeds). A calibration point at
the top speed of the vessel and a calibration point at a slower speed (minimum 5 knots) would be
the minimum recommended for storing in the look-up table of the P1100 (7080). The speed range
of the vessel concerned does affect the decision making process in the determination of the number
of calibration points necessary to provide the best operational results. Faster craft would normally
require more calibration points to be used.
Vessels with planing type hulls that cause the vessel to change attitude in the water at different
speeds are recommended to use a minimum of four calibration points to produce the best operational
results.
It is important that calibration log speeds chosen are not too close to each other. A minimum of 2
knots between adjacent known speeds must be observed.

PROCEDURE.
2.9.3.2 Zero Setting & Calibration using KNOWN DISTANCE Method.

2.9.2.

will, however, be displayed on the main P1248 Log Data Display, indicative of the
movement of water presently passing the face of the log transducer.

Press key [2] to enter the KNOWN DISTANCE calibration method.
3) The LCD will show ENTER DIST NMx10 / E = EN B = RPT C = CAN.

(Note E = ENTER, B = REPEAT, C = CANCEL).
The KNOWN DISTANCE over which the vessel is to be sailed during calibration run 1 now
has to be keyed in and entered. This known distance must be entered in nautical miles
and must be between 0.2NM minimum, and 5.0NM maximum. For example, pressing, in
sequence, keys [1], [0], [E] would enter 1.0NM, pressing keys [2], [E] would enter 0.2NM.
All keying thus observing the x 10 rule.
KEY IN THE KNOWN DISTANCE AND PRESS [E] TO ENTER.
(Note that if the keyed measured distance is outside of the stated limits, the LCD will show
an error message DISTANCE TOO HIGH (or TOO LOW) or TOO MANY DIGITS for
a few seconds before reverting back to the ENTER DIST NMx10 / E = EN B = RPT C
= CAN screen.)
If an error is made in keying in the KNOWN DISTANCE value, then provided that the
value has not been entered (ie, [E] key not pressed), then press the [B] key to REPEAT.
The LCD will revert back to the ENTER DIST NMx10 / E = EN B = RPT C = CAN
screen ready for the correct KNOWN DISTANCE to be keyed in and entered.
If it is required to exit from the KNOWN DISTANCE calibration function, press the [C] key.
The LCD will show the Calibration Menu screen.

4) Provided that the entered input distance is within the accepted limits given in 3), the LCD
will display E TO START RUN 1 / C TO CANCEL.
Bring the vessel up to top speed and, steering a straight course, wait for speed to settle before
passing the start marker and commencing RUN 1 over the known measured distance.
5) Press key [E] at the very start of the measured distance; ie, as the vessel passes the start
shore marker. The system will immediately begin taking readings of the sensed transducer
voltage once every second. The LCD will show E = STOP RUN 1 XXXX / A = ABORT
C = CANCEL. (Where XXXX will be the time of RUN 1 in seconds)
6) Press key [E] at the very end of the RUN 1 measured distance; ie, as the vessel passes the
end shore marker.
Provided that the elapsed time is within the system parameters, in respect of calculated speed
through the water, the LCD will show E TO START RUN 2 / C TO CANCEL.
7) WITHOUT SLOWING DOWN, steer the vessel in a 180 turn, to bring the vessel around
and onto the reciprocal (or parallel) reverse RUN 2 course, as near as possible through the
same stretch of water sailed through originally at RUN 1.
8) Press key [E] at the very start of the reciprocal RUN 2 (ie, as the vessel passes the
measured distance start shore marker). The system will again immediately begin taking
readings of the sensed transducer voltage once every second. The LCD will show E = STOP
RUN 2 XXXX / A = ABORT C = CANCEL. (Where XXXX will be the time of RUN
2 in seconds)
9) Press key [E] at the very end of the RUN 2 measured distance; ie, as the vessel passes the
end shore marker.
Provided that the elapsed time is within the system parameters, in respect of calculated speed
through the water, the LCD will show FIXING CAL POINT / PLEASE WAIT for a few
seconds before showing 01 CAL PTS SET / C = EXIT.

Press [C] to return to the Calibration Menu.

Other additional calibration runs may now be performed to add further calibration points into
the 7080 look-up table and so provide the best possible calibration of the system.
10) Perform another set of runs at a lower engine rev setting (lower speed). Again bring vessel to
the new speed and, steering a straight course, parallel to the shore markers, wait for speed to
settle before commencing RUN 1 over the same measured distance.
From the Calibration Menu, repeat the keying instructions given above from 2) through to
9) to store a second calibration point at this new speed.
Note that, at any time during a calibration procedure, if it is deemed necessary to ABORT the
calibration run being performed, press the [A] key.
In the case of a RUN 1 calibration being aborted, the LCD will revert back to the E TO START
RUN 1 / C TO CANCEL screen, ready for the RUN 1 to be started again. Repeat RUN 1 with the
vessel sailing over the same measured distance.
In the case of a RUN 2 calibration being aborted, the LCD will revert back to the E TO START
RUN 2 / C TO CANCEL screen, ready for the vessel to repeat the calibration RUN 2 concerned.
If, at any time during the calibration procedure, it is decided to end calibration, press the [C] key.
The LCD will revert to show the Calibration Menu. NOTE: any calibration points previously
stored from completed calibration runs will remain in the look-up table.
In total, a maximum of fifty calibration points can be stored.
Two calibration points are recommended as the minimum for a displacement type craft (one that
does not change its attitude in the water whether sailing at high or low speeds). A calibration point at
the top speed of the vessel and a calibration point at a slower speed (minimum 5 knots) would be
the minimum recommended for storing in the look-up table of the 7080. The speed range of the
vessel concerned does affect the decision making process in the determination of the number of
calibration points necessary to provide the best operational results. Faster craft would normally
results.

It is important that calibration log speeds chosen (determined from setting engine revs) are not too
close to each other. A minimum of 2 knots difference in speed, between adjacent known distance
calibration points, must be observed.

PROCEDURE.
2.9.3.3 Zero Setting & Calibration using GPS MILE (D/T) Method.

2.9.2.

will, however, be displayed on the main P248 Log Data Display, indicative of the movement
of water presently passing the face of the log transducer.

Press key [3] to enter the GPS MILE (D/T) calibration method.
3) The LCD will ONLY show GPS MILE RUN 1 / E = START C = CANCEL, if the
necessary fields, relating to quality indicator, number of satellites and HDOP, all
contain values as specified in the GGA GPS table on page 46.
The GPS MILE (D/T) method involves calibrating the Log over a 1 nautical mile distance
travelled as calculated from a GPS Start Point and a GPS End Point. The Log is
calibrated by doing two runs, the second (RUN 2) being the reciprocal of the first run (RUN
1), as near as possible through the same stretch of water sailed through originally. Both runs
are performed at the same engine revs.
Bring the vessel up to top speed and, steering a straight course, wait for speed to settle.
Press key [E] to begin the GPS Mile (D/T) calibration method.
4) The system will immediately begin taking readings of the sensed transducer voltage once
every second.
The LCD will show X.XXX NM YYY.Y S / A = ABORT C = CANCEL.
(X.XXX will be the calculated nautical mile distance travelled and YYY.Y will be the time
of the GPS RUN 1 in seconds).

5) When the vessel is calculated to have travelled exactly 1 nautical mile, the average of all the
sensed transducer readings taken during RUN 1 is tied to the average speed of the vessel over
the ground calculated from the time taken to travel the 1 nautical mile distance.
The LCD will show SOG XX.XX N / E = RUN 2 C = CANCEL.
XX.XX will be the calculated average SOG (Speed over Ground) in Knots from RUN 1.
Press [E] to accept and temporarily store the data.
6) The LCD will now show GPS MILE RUN 2 / E = START C = CANCEL.
WITHOUT SLOWING DOWN, steer the vessel in a 180 turn, to bring the vessel around
and onto the reciprocal (or parallel) reverse RUN 2 course, as near as possible through the
same stretch of water sailed through originally at RUN 1.
Press [E] to begin RUN 2 of the GPS MILE (D/T) calibration procedure.
7) The system will immediately begin taking readings of the sensed transducer voltage once
every second.
The LCD will show X.XXX NM YYY.Y S / A = ABORT C = CANCEL.
(X.XXX will be the calculated nautical mile distance travelled and YYY.Y will be the time
of the GPS RUN 2 in seconds).
8) When the vessel is calculated to have travelled exactly 1 nautical mile, the average of all the
sensed transducer readings taken during RUN 2 is tied to the average speed of the vessel over
the ground calculated from the time taken to travel the 1 nautical mile distance. The average
of both these RUN 2 values and the previous RUN 1 values is calculated to produce the
average SOG reading over both runs. The average of the transducer readings from both RUN
1 and RUN 2 is automatically tied to this average SOG value.
The LCD will show AV SPEED XX.XX N / E = SET 2 C = CANCEL.
XX.XX will be the calculated average SOG (Speed over Ground) in Knots from both RUN 1
and RUN 2.
Press [E] to accept and store the data.
9) The LCD will show FIXING CAL POINT / PLEASE WAIT for a few seconds.

Provided that the calibration point has been successfully set, the LCD will then show 01
CAL PTS SET / C = EXIT.
Press [C] to exit to the Calibration Menu
If the calibration point was not accepted then the LCD would show CAL POINT ERROR
for a few seconds before automatically reverting to show the Calibration Menu screen.
Other additional calibration runs may now be performed to add further calibration points into
the 7080 look-up table and so provide the best possible calibration of the system.
10) Perform another set of runs at a lower engine rev setting (lower speed). Again bring vessel to
the new speed and, steering a straight course, wait for speed to settle before commencing
GPS MILE (D/T) RUN 1.
From the Calibration Menu, repeat the keying instructions given above from 2) through to
9) to store a second calibration point at this new average speed from performing another set
of runs.
If, at any time, it is required to exit from the GPS MILE (D/T) calibration function, press the [C]
key. The LCD will revert to show the Calibration Menu screen.
If, at any time, the GGA message received, fails to comply with the minimum requirements
specified for GPS MILE (D/T) calibration; given on page 46, the display will show NO GPS
DATA / C=CANCEL. Press [C] to revert back to the Calibration Menu screen.
In total, a maximum of fifty calibration points can be stored.

Two calibration points are recommended as the minimum for a displacement type craft; one that
does not change its attitude in the water, whether sailing at high, or low, speeds. A calibration point
at the top speed of the vessel and a calibration point at a slower speed (minimum 5 knots) would
be the minimum recommended for storing in the look-up table of the 7080. The speed range of the
vessel concerned does affect the decision making process in the determination of the number of
calibration points necessary to provide the best operational results. Faster craft would normally

results.
It is important that calibration log speeds chosen (determined from setting engine revs) are not too
close to each other. A minimum of 2 knots difference in speed, between adjacent GPS MILE (D/T)
calibration points, must be observed.
2.10 Test facility

The P1100 has a built in log simulator, which can be selected by the switch underneath the power
switch. When in simulator mode, the log will respond to the dial next to the simulator switch, so that
the P1100 (7080) can be set to a fixed speed reading to check IEC 61162-1 outputs and the 200
pulses per nautical mile outputs. The same facility can also be achieved by means of the keypad,
when in Test Mode. In this mode it is possible to enter a value from the keypad. This will give a
constant log reading, which can be very useful for diagnostic purposes.
After any simulation checks have been completed using the built-in log simulator, THE
SWITCH MUST BE RETURNED TO ITS NORMAL RUN POSITION, OTHERWISE
THE LOG WILL NOT OPERATE WHEN UNDER WAY.

3 OPERATION
3.1 Electronics unit

This is the main unit of the 7080 where all the information is collected and processed.
3.1.1 The operating environment
The 7080 system is a combined speed log and wind system, for use in marine applications. There is a
range of inputs and outputs, analogue and digital. The diagram below shows how the system
interacts with the environment.
LCD
Keypad Display NMEA
EM
Log
Log
Indicator
NMEA
Wind
Wind
Cup Walker Indicator
Unit 7070
Combined Other
Wind Speed Log NMEA
Vane & Listeners
Unit Wind Instrument
NMEA
Talker
Power
Supply 200
ppNM
Devices
Inputs are in various forms.

The Walker Electromagnetic log produces a voltage proportional to the rate at which water flows
through its magnetic field, the excitation of which is supplied by the P1100.
Wind speed and wind direction data from the cup unit and vane unit are provided as IEC 61162-1:
2010 (NMEA 0183) MWV serial (RS422) sentences. Data from these sentences is automatically
combined before processing. Any V (invalid) flag in such received MWV messages, from whatever
source, will not affect the included data being used for calculating true wind. When the combined
version of these sentences is re-transmitted the A (valid) flag will be included.
The Combined Ultrasonic Masthead Unit, and Walker combined wind sensor, also produce a IEC
61162-1 (NMEA 0183) MWV serial (RS422) sentence, with data in both the wind speed and wind

direction fields, which, if input, is directly processed. One of these units can be used as an alternative
to the separate cup unit and vane unit mentioned above.
Various other serial data sentences, as per IEC 61162-1 (NMEA 0183), can be input via any of the five
opto-isolated RS422 input ports on the 5 channel I/O board in the P1100 Electronics / Control Unit.
IEC 61162-1 (NMEA 0183) sentences that will be accepted by the 7080, P1100, Electronics
Unit are:- HDT, VHW, VBW, MWV, GGA, VTG and XDR. XDR messages may be
input from a Walker P1002 Weather Sensor, or P1003 Combined Wind and Weather Sensor. XDR
from a Walker P1263 Water Temperature Sensor can also be input.
User control is achieved by means of a 16 key, 4 x 4 matrix keypad, labelled 0-9 and A-F.
The unit is designed to operate from a 24 volt DC supply provided either directly or via a separate
PSU.
A push button reset for the trip distance has been incorporated into the 7070 (7080) P1248 log data
display. Where more than one log data display is included in the system, the master log display
would normally share the same 24Vdc supply as the P1100 (7080) electronics unit and would have the
reset line connected.
The system is designed to give the following outputs
IEC 61162-1 (NMEA 0183) serial data for log speed (VHW, VBW and VLW) and wind
indication (MWV, both relative and theoretical, and MWD, True to North). Available on 6
output channels (Ch1, 1A, 1B, 3, 4 and 5).
Dedicated NMEA 0183 Legacy channel (Ch2) providing VHW, VLW, MWV and
MWD. XDR, if input from a P1002 Weather sensor, is passed through.
Visual display to the user on a 16 character by 2 lines LCD display.
200 pulses per nautical mile, on potential free relay contacts. 2 pairs of contacts are available.

3.1.2 Normal Operation

The user controls the operation of the P1100 by use of a keypad (see drawing 3406-A3-11), which
interfaces with the processor. There are 16 options available from this keypad, one per key. Twelve
options are active on the P1100 unit. These options are shown below.
Key Function
[0] Setup Options (inc calibration). Available after entering the 2106 PIN number.
[1] Display Ship Speed on LCD *
[2] Display ADC average value on LCD*
[3] Display number of Calibration Points on LCD*
[4] Display True Wind information on LCD*
[5] Display Theoretical Wind information on LCD*
[6] Display Relative Wind information on LCD*
[7] Display Heading information on LCD* if input
[8] Display Trip Distance on LCD*
[9] Display Total Distance on LCD*
[A] NO FUNCTION
[B] Display System Up Time on LCD*. Shown in hours (max 6 digits) / minutes
[C] NO FUNCTION
[D] Display GPS Data on LCD* if input
[E] NO FUNCTION
[F] NO FUNCTION
The majority of the keys only perform a simple switching task, changing what can be displayed on
the LCD. Note too, that the eleven individual readings *, available for display on the LCD, are only
present for some 3 seconds after pressing the appropriate button on the keypad. After this time the
LCD will revert to show the normal run screen.
Note that if the values being read, in response to any of these keys being pressed, exceeds the
number of digits displayable on the LCD, that a row of asterisks would result. The number of
asterisks displayed would equal the normal number of characters allowed within the field in
question. For instance, if the relative serial wind speed data being input was 110.0 knots, then
pressing key [6] would display **** on the LCD as only values up to 99.9 knots are displayable for
wind speed. In such instances, the associated transmitted MWV serial wind sentence, from the
P1100, would still include full wind speed information in the data field concerned.
There are, however, very important functions, which must be called up using the keypad. All these
are available from using key [0] Setup Options, and include Calibration procedures. These

functions, all available from the resultant Configuration Menu, shown on the LCD, allow the
operator to set up the configuration of the P1100 and generate the calibration table used to calculate
the speed of the ship. The Configuration Menu is protected by the PIN number, so that only those
who are authorised to do so can alter the P1100 setup. Refer to section 2.9 and flow charts for full
information.
Once the system has been configured and calibrated, it should not be necessary to use this routine
again, except for any board (or transducer) changes, which require that the setup or calibration
information be updated.
In any situation where the system requires the operator to enter a number, then the [E] key will be
used as an [Enter] key. All keys pressed by the operator, as described by this manual, are indicated
by italics.

3.2 The 7070/7080 indicators (P1248 / P1249 / P1255)

These units share a common case and have some common features, such as the illumination of the
OLEDs. They operate on 24 volts d.c. and receive information in IEC 61162-1 (NMEA 0183)
format, via an RS 422 serial data link.
3.2.1 7070/7080 Log Data Display / Speed and Distance Indicator: P1248
Note: In the event of more than one P1248 Log Data Display being fitted, the main navigational
Display will be wired in to provide the trip distance reset facility.
3.2.1.1 Operational Features.

The P1248 Log Data Display is housed in a DIN 43700 pattern (Din144 x 144) case and reads IEC
61162-1, NMEA 0183, VLW, VHW and VBW serial data to provide readings of Log Speed
through the Water (STW) in Knots, Trip Distance travelled through the water, and Total Distance
travelled through the water, both in Nautical Miles. A relay contact can be used for re-setting Trip
Distance. Power supply requirement is 24Vdc.
The unit has two 256*64 pixel OLED Graphic displays, 4 Touch switches; for trip reset, trip and
total distance display modes and illumination control, 4 NMEA 0183 inputs and 1 NMEA 0183
output.
Two Modes of operation are provided. In Mode 1, the top display will show Speed through the
water, in knots, with the lower display showing Total distance travelled through the water, in
nautical miles. In Mode 2, the top display will show Speed through the water, in knots, with the
lower display showing Trip distance travelled through the water, again in nautical miles. Displayed
readings meet the requirements of IEC 62288: 2008, for the presentation of navigational-related
information on shipborne navigational displays. Operational controls likewise reflect the appropriate
requirements specified within this standard.
The P1248 Log Data Display will accept and re-transmit valid IEC 61162-1: (NMEA 0183)
messages with the following formatters; MWV, MWD, VLW, VHW, VBW, HDT, HDM, HDG,

VTG, JLG (proprietary), GGA, XDR and MTW. LEDs, visible at the rear face of the unit, provide
additional information for customer confidence and diagnostic purposes.
The display has illumination up [] and down [] touch switches, which allow dimming to
extinction. The indicator is splash-proof but is not waterproof.
The P1248 is designed as a peripheral unit to the 7080 P1100 Master Electronics Unit.
Normal On/Off switching of system power is provided by the P1100 MEU.
If switched off, the previous mode and level of illumination are retained in flash memory.
3.2.2 The 7070/7080 Wind Data Display (Speed and Direction Indicator): P1249

The P1249 Wind Data Display is housed in a DIN 43700 pattern (Din144 x 144) case and reads IEC
61162-1, NMEA 0183, MWV and MWD serial data to provide readings of Relative, True, and
True to Ship, wind speed and direction. Power supply requirement is 24Vdc.
The unit has two 256*64 pixel OLED Graphic displays, 4 Touch switches; for display mode, scaling
and illumination control, 4 NMEA 0183 inputs and 1 NMEA 0183 output. A ring of LEDs in 5
steps also indicates wind direction.
Three MODES of operation are provided.

In Mode 1, activated by pressing on the REL key, the top display will show Relative wind speed,
with the lower display showing Relative wind direction. If the REL key is successively pressed 3
times or more within 3 seconds, then the displayed Wind Speed units will change with each
subsequent key press in the sequence KTS, M/S, KPH and MPH.
In Mode 2, activated by pressing on the TRUE key, the top display will show True wind speed,
with the lower display showing True wind direction. A further press of the TRUE key will toggle
the display to Mode 3, which will display True to Ship wind data. Further presses of the
TRUE key will toggle the display between Mode 2 and Mode 3.

Relative, True or True to Ship, wind direction is also indicated on the ring of LEDs as appropriate to
the activated display mode.
The P1249 Wind Data Display will accept and re-transmit valid IEC 61162-1: (NMEA 0183)
additional information for customer confidence and diagnostic purposes.
3.2.3 The 7070/7080 Weather Data Display: P1255

The P1255 Weather Data Display is housed in a DIN 43700 pattern (Din144 x 144) case and reads
IEC 61162-1, NMEA 0183, XDR serial data to provide readings of barometric pressure; together
with barometric trend, humidity, air temperature and seawater temperature. Power supply
requirement is 24Vdc.
The unit has two 256*64 pixel OLED Graphic displays, 4 Touch switches; for display mode and
illumination control, 4 NMEA 0183 inputs and 1 NMEA 0183 output.
Two MODES of operation are provided. In Mode 1, activated by pressing on the Pr mBar key,
the top display will show barometric pressure and trend, with the lower display showing air

temperature. In Mode 2, activated by pressing on the Rh % key, the top display will show
humidity with the lower display showing water temperature. All temperature readings are shown in
degrees Celsius, barometric pressure is given in millibars and humidity as %.
The unit can thus be switched between Modes to display Barometric Pressure / Trend and Air
Temperature, or Humidity and Water Temperature.
The P1255 Weather Data Display will accept and re-transmit valid IEC 61162-1 (NMEA 0183)
additional information for customer confidence and diagnostic purposes..

3.3 IEC 61162-1 (NMEA 0183) Data.

Input and Output IEC 61162-1 (NMEA 0183) sentences relating to a 7080 Log and Wind systems
data are summarised as follows.
INPUT MESSAGES:
The following messages may be input to the 5 Channel I/O board within the P1100 Master
Electronics / Control Unit. Note that whilst talker ID is unimportant to the interrogation of
sentences, checksum calculations are always taken into account for validity purposes.
1 $--VHW,x.x,T,x.x,M,x.x,N,x.x,K*hh<CR><LF>
Note that the P1100; with log enabled, would use information in the heading field only for
calculation of true wind values. The P1100 would disregard any information in the water
speed fields and would construct its own VHW sentence using transducer derived water
speed values for re-transmission. With log disabled, heading and water speed data would be
used by the P1100 to calculate true wind values.
2 $--VBW,x.x,x.x,A,x.x,x.x,A,x.x,A,x.x,A*hh<CR><LF>
This sentence would only be separately input if the P1100 had Log disabled and would be
used as the source for water speed. Note that the P1100, with log disabled, would only use
the first, longitudinal, speed through the water knots field in the above message. Anything
in the other fields is discarded. Any of these unused fields may be nulls. If P1100 had log
enabled, then own VBW message would be derived using speed values calculated using
inputs from the fitted transducer.
3 $--HDT,x.x,T*hh<CR><LF>
Note that this message is used for P1100 True wind calculations only.
4 $--MWV,x.x,R,x.x,N,A*hh<CR><LF>
Note that the above message, if containing both wind speed and wind direction fields, can be
input via a single input port on the 5 Channel I/O Board. If two separate messages were to be
input, one containing data in the wind speed field only and the other containing data in the
wind direction field only, then 2 input ports on the 5 Channel I/O Board would have to be
utilised.

This sentence would normally only be separately input on 7080 installations where a Walker
wind sensor was not included. The sentence is necessary in order to generate and output a
MWV Theoretical (true to ship), or a MWD sentence, from the P1100 Master
Electronics / Control Unit.
5 $--GGA,hhmmss.ss,llll.ll,a,yyyyy.yy,a,x,xx,x.x,x.x,M,x.x,M,x.x,xxxx*hh<CR><LF>
This sentence is used for automatic GPS calibration purposes only.
6 $--VTG,x.x,T,x.x,M,x.x,N,x.x,K,a*hh<CR><LF>
This sentence is used for course over ground (COG) and speed over ground (SOG) data.
The P1100 calculates True Wind Angle and Speed and also Theoretical Wind Angle and Speed from
the best available data.
NMEA 0183 data on any of the five input channels is extracted from VHW VBW HDT VTG and
MWV (Relative) sentences and, together with Speed Through Water from the EM LOG, is used to
calculate True and Theoretical Wind Angle and Speed. This data is then sent to output channels 1,
1A, 1B, 3, 4 and 5 as NMEA MWV (Theoretical) and NMEA MWD sentences.
The accuracy of the calculated results is dependant on what data is available. The following table
indicates what data is available in the IEC 61162-1 (NMEA 0183) sentences used by the P1100.
NMEA Relative Wind Speed Heading Speed Course Speed

and Angle (HEAD) Through Over Over
(WIND) water Ground Ground
Speed Angle (STW) (COG) (SOG)
VBW X X
VHW X X
HDT X
VTG X X
MWV X X
(EM LOG) X
Data available will be timed out after 3 seconds.

OUTPUT MESSAGES:
1 $VMVHW,,T,,M,xxx.x,N,,K*hh<CR><LF>
2 $VMVBW,x.x,x.x,A,x.x,x.x,A,x.x,A,x.x,A*hh<CR><LF>
3 $VMVLW,xxxxx.x,N,xxxxx.x,N*hh<CR><LF>
4 $WIMWV,xxx.x,R,xxx.x,N,A*hh<CR><LF>
5 $WIMWV,xxx.x,T,xxx.x,N,A*hh<CR><LF>
6 $WIMWD,xxx.x,T,,,xxx.x,N,,M*hh<CR><LF>
7 $--GGA (if input / as input)
8 $--VTG (if input / as input)
9 $--XDR (if input / as input)
Resultant output messages will be dependant upon the supplied 7080 system component
composition, the IEC 61162-1 messages input and system configuration. The following information
gives a general overview of sentence transmission requirements.
Sentences 1, 2 and 3, are always transmitted on 7080 systems that include a Walker EM Log
Transducer provided that system Configuration has been carried out correctly with the log
ENABLED.
Sentence 4 is transmitted on 7080 systems that include either type of Walker combined wind sensor,
separate Walker wind sensors, a P1003 Wind and Weather sensor, or separately input MWV
(relative) sentence/s.
Sentences 5 and 6 are transmitted on 7080 systems that include a Walker EM Log Transducer
together with either type of Walker combined wind sensor, or separate Walker wind sensors.
Additionally a HDT and / or VTG sentence/s is/are required. Note that separately input MWV
(relative) sentence/s can be used, instead of being provided from fitted Walker wind sensor/s.
Sentences 7, 8 and 9 are only transmitted if the 7080 system has these same messages being input.
Note that whatever combination of messages are actually transmitted, by the P1100 Master
Electronics Unit, all such messages are available at each set of NMEA output terminals apart from

Channel 2 (on the I/O board) which is the dedicated legacy channel for use with P248 Log, P249
Wind and P255 Weather indicators only.
In respect of the NMEA outputs of the 5 Channel I/O PCB, in the P1100 Master Electronics Unit,
NMEA drivers are MAX3442E and output drive capability is rated at 1 NMEA load of 500 ohms
each port.

4 MAINTENANCE
SUITABLE ESD PRECAUTIONS MUST BE TAKEN WHENEVER INSTALLATION /
MAINTENANCE (FAULT FINDING) IS CARRIED OUT. SUCH PRECAUTIONS MUST BE
MAINTAINED DURING REMOVAL / REPLACEMENT OF ELECTRONIC SUB-
ASSEMBLIES AND, IN THE EVENT OF HAVING TO RETURN ANY PIECE OF
ELECTRONICS, ESD SAFE PACKAGING MUST BE USED.
4.1 Log System

4.1.1 Sea-Valved Transducers
It is recommended that P99 sea-valved transducers for steel hulled craft and P201 sea-valved
transducers for wood / fibreglass vessels are removed from their respective skin fitting assemblies
once yearly to inspect the face of the transducer containing the pick-up beads (electrodes). After
raising the transducer above the gate of the sea-valve, the sea-valve must then be closed before
the transducer is removed. After removal, any marine growth found must be cleaned off from the
face of the transducer without scouring the anti-fouled bottom surface or indeed damaging the pick
up beads themselves. Whenever necessary re-paint the bottom face of the transducer using a non-
conductive anti-fouling paint, taking care to ensure that the electrodes (pick-up beads) themselves are
completely clean and free from any grease or anti-fouling paint etc.
Whilst the above periodic inspection is recommended, longer periods between transducer inspections
are acceptable, provided that no degradation in accuracy of log readings is noticed during normal
equipment operation. If any inaccuracy of readings is noticed and transducer checks outlined in
section 4.1.3 prove that the transducer is satisfactory and the 7080 master electronic unit operates
correctly in simulator mode, then the transducer should be removed for inspection and cleaning as
outlined above. In the unlikely event that some inaccuracy in readings is still evident, then this
unusual occurrence could be due to marine growth fouling the hull just forward of the transducer
position and affecting the normal pattern of water flow present when the log was first calibrated. Re-

calibration of the log system is recommended if such a situation was to develop. The hull would need
to be inspected when the vessel is next dry-docked.
Any anti-fouling of the shell plating (hull) must be carried out in accordance with recommendations
specified in sections 2.3.1, 2.3.2 and 4.1.3.3.
4.1.2 Fixed Type Transducers

For all versions of fixed type EM Log transducers, it is recommended that inspection of the face of
the transducer containing the pick-up beads (electrodes) is carried out whenever the vessel is
slipped or dry-docked. Any marine growth found must be cleaned off from the face of the
transducer without scouring the anti-fouled bottom surface or indeed damaging the pick up beads
themselves. It is recommended that at this time the outside of the shell plating in the vicinity of the
transducer is also inspected for any marine growth which could affect the water flow pattern across
the face of the transducer. Whenever necessary re-paint the bottom face of the transducer using a
non-conductive anti-fouling paint, taking care to ensure that the electrodes (pick-up beads)
themselves are completely clean and free from any grease or anti-fouling paint etc.
Any anti-fouling of the shell plating must be carried out in accordance with recommendations
specified in sections 2.2 and 4.1.3.3.
4.1.3 EM Log Transducer checks

4.1.3.1 Checking EM Log Transducer installation with vessel in drydock.
For Fixed Type EM Log Transducers and for Seavalved Type EM Log Transducers wound
down into working position.
Visual Checks:
1) Once the vessel has been dry-docked, ensure that the face of the EM Log Transducer can be
safely accessed and inspected from the outside of the shell plating.
2) Check that both the Transducer Electrode Beads are intact, are clean and are correctly
positioned relative to the normal water flow.
a) The beads should be projecting from the face of the transducer and should be
relatively identical in size.

4.1.3.1 Checking EM Log Transducer installation with vessel in drydock: continued
b) The beads should not have been painted and should not be covered in grease or marine
growth.
c) The beads should be positioned athwartships so that the normal water flow, when the
vessel sails ahead, is at right angles to an imaginary line through both beads.
3) Check that the face of the Hull Pad, welded to the shell plating, is clear of any marine growth,
which would interfere with the normal water flow across the face of the fitted (or lowered)
transducer.
4) Check that the surrounding area within at least a 1 metre radius from the centre of the transducer
is likewise reasonably free of marine growth.
Electrical Checks:
Continuity through Transducer Bead Lines.
5) Switch off power to the EM Log system Main Electronics Unit (or Main Control Unit) and
disconnect the transducer cable from the transducer terminals within this main unit.
6) Twist the red and the black cores together; these are the connections to the electrode beads
themselves. Red is the port side electrode bead, black is the stbd side electrode bead.
7) Using a DVM (or analogue meter), check for continuity by measuring across the beads on the
outer face of the transducer. If found to be open circuit then, providing that no junction box is
fitted to extend the transducer cabling, the transducer is defective and must be replaced. If one
or more junction boxes have been utilised to extend the normal 50 metres of transducer cable
permanently fitted to the transducer, then this/these must be inspected as the open circuit could
be associated with the red or black bead connections within the junction box(es).
8) Untwist and separate the red and the black cores ready for further tests or for future re-
connection to the Main Electronics / Control Unit.

4.1.3.1 Checking EM Log Transducer installation with vessel in drydock: continued
Transducer Coil Resistance.
9) With the transducer cable still disconnected from the Main unit terminals, again use a DVM (or
analogue meter), set to ohms, to check the coil resistance by measuring across the brown and
yellow cores of the transducer cable. The coil resistance should be approximately 900 to 1000
ohms.
Transducer Coil Insulation:
10) With the transducer cable still disconnected from the Main unit terminals, again use a DVM
(or analogue meter). Measurements should be > 100M ohms between;
a) Yellow to Screen.
b) Brown to Screen.
c) Yellow to Black.
d) Brown to Red.
Notes:
Visual checks 3) and 4) are of general interest if, prior to dry-docking, the log system had been giving
suspect readings.
Any scraping / cleaning of the hull carried out whilst the vessel is in drydock, and subsequent anti-
fouling, must, when carried out locally to a fixed type transducer, be performed in a manner that
ensures that the face of the transducer, and especially the electrode beads themselves, are not damaged
during these operations. A sea-valve type transducer can be raised to eliminate any possibility of
damage.
See section 4.1.3.3 for information relating to anti-fouling of the face of the transducer and of the hull
pad.
All the above Electrical Checks; 5) to 10) inclusive, are valid for any replacement transducer that is
fitted with the vessel in drydock.

4.1.3.2 Checking Transducer with vessel afloat in seawater
For Fixed Type EM Log Transducers and for Seavalved Type EM Log Transducers wound down
into working position.
Visual Checks:
1) Ensure that the fitted transducer is aligned correctly.

a) The dot (or arrow head) on the top face of the transducer must point directly forward,
towards the bow of the vessel. This determines that the transducer electrode beads on
the outside face of the transducer are correctly positioned athwartships and thus ensures
that the seawater flows correctly over the beads as the vessel moves ahead through the
water.
Electrical Checks:
Continuity through Transducer Bead Lines.
2) Use a DVM (or analogue meter), set to ohms. Transducer cable disconnected from the
Main Electronics / Control unit terminals.
a) Connect one test lead to ship Earth; shell plating, steelwork etc, use other lead as
follows:-
Red wire to Earth = Black wire to Earth.
Figure obtained does depend on test meter used + seawater conductivity. As a general
guide, 500 ohms to 200K ohms could be measured.
If there is any doubt concerning the results obtained from the above check then the
following test can also be performed.
b) WITH VESSEL IN SEAWATER AND STATIONARY (no water flow passing

across the face of the transducer).
Use DVM, and connect directly across the red and the black [electrode beads] wires.
Set meter to ohms for say 4 to 5 seconds only. [The battery in the meter will thus
charge up the seawater beneath the transducer.]

4.1.3.2 Checking Transducer with vessel afloat in seawater: continued
Immediately switch meter to measure volts DC, and, if continuity O/K, then decaying
voltage should be seen; very approximately 1 volt decaying.
Transducer Coil Resistance.
3) With the transducer cable still disconnected from the Main Electronics / Control unit
terminals, again use a DVM (or analogue meter), set to ohms, to check the coil resistance by
measuring across the brown and yellow cores of the transducer cable. The coil resistance
should be approximately 900 to 1000 ohms.
Transducer Coil Insulation:
4) With the transducer cable still disconnected from the Main unit terminals, again use a DVM
(or analogue meter). Measurements should be > 100M ohms between;
a) Yellow to Screen.
b) Brown to Screen.
c) Yellow to Black.
d) Brown to Red.
Note:
A Seavalved Type EM Log Transducer (P99 or P201) can be removed from the seavalved skin fitting
whilst the vessel is afloat. THE TRANSDUCER MUST FIRST BE RAISED AND THE GATE
VALVE THEN CLOSED BEFORE THE REMOVAL OF THE TRANSDUCER. Continuity
testing can then be performed as outlined in Section 4.1.3.1, as per notes 5) to 8) inclusive, rather than
as outlined in Section 4.1.3.2, as per note 2) above.

4.1.3.3 General Notes:
IT IS ESSENTIAL THAT THE 7080 LOG SYSTEM IS CORRECTLY CALIBRATED.

AFTER A REPLACEMENT TRANSDUCER IS FITTED, IT IS NECESSARY TO RE-PERFORM
THE CALIBRATION PROCEDURE AS SPECIFIED IN THIS HANDBOOK.
IT IS ADVISABLE TO CHECK THAT ALL INTERCONNECTIONS ARE CORRECT AND WELL

MADE IN ACCORDANCE WITH THE APPROPRIATE SYSTEM BLOCK DIAGRAM AND 7080
HANDBOOK.
IT IS FURTHER ADVISABLE TO CHECK THAT, IF A JUNCTION BOX HAS BEEN USED IN

THE INSTALLATION OF THE TRANSDUCER CABLING, THAT IT IS DRY INTERNALLY
AND THAT THE TRANSDUCER SCREEN HAS BEEN CONNECTED THROUGH.
THE TRANSDUCER IS A NON-REPAIRABLE ITEM. IF THE TRANSDUCER HAS FAILED IT

MUST BE REPLACED.
THE EXTERNAL STEEL SURFACES OF THE HULL PAD SHOULD BE ANTI-FOULED

USING A SUITABLE ANTI-FOULING PAINT.
THE BOTTOM FACE OF THE TRANSDUCER SHOULD BE ANTI-FOULED USING A

SUITABLE NON-CONDUCTIVE, ANTI-FOULING PAINT. THE TRANSDUCER
ELECTRODE BEADS THEMSELVES MUST BE COMPLETELY CLEAN AND FREE
FROM ANY GREASE OR ANTI-FOULING PAINT etc.

4.1.3.4 Checking Transducer Drive
When carrying out any fault finding, personnel involved must take full ESD (electrostatic
discharge) precautions. The wearing of a suitable grounding strap is recommended.
If log readings are lost, then before any electrical tests; outlined in 4.1.3.1 and 4.1.3.2, are performed on
the transducer itself, it is advised that, in the first instance, the availability of the correct coil drive
voltage to the transducer be checked.
This drive; of 115v, 27.5Hz, for the transducer coil winding, is generated on the transducer PCB,
located in the Master Electronics Unit.
Refer to the layout drawing of the Transducer PCB; F-1877.
Transducer terminals concerned are as follows:
Terminal 17 Brown / Terminal 18 Yellow.
Perform the following procedure:
1) Switch off the Master Electronics unit.
2) Disconnect the brown and the yellow transducer wires from terminal 17 and terminal 18
respectively.
3) Switch Master Electronics unit back on.
4) Use a DVM, set to measure A.C. volts, and measure across the vacated terminals (17 and
18) on the transducer board.
Nominal 115Vac should be measured.
Note that the frequency of 27.5Hz is set automatically by a timer circuit involving a string of fixed
resistors; R6 (12K), VR1 (8K2) and R11 (10K), capacitor; C7 (0.68uF) and integrated circuit; IC5
(NE555N) on the transducer PCB. To check this frequency an oscilloscope or frequency meter must be
used.
If the correct coil drive voltage is available and if the points outlined in the General Notes section
4.1.3.3 have been covered, then the transducer checks outlined in 4.1.3.1 or 4.1.3.2 (as appropriate)
must be carried out.

4.1.3.5 Checking Diagnostic LEDs on 5 Channel I/O Board.
NMEA RX LEDS
NMEA DATA LED (GREEN) VALID LED (GREEN) INVALID LED (RED)
RX
RX CH1 ON OFF ON Indicates OFF ON OFF
to Flashing Indicates no valid NMEA Indicates Indicates Indicates no
RX CH5 indicates data on sentences unrecognised invalid invalid
Data on channel NMEA NMEA data NMEA data
channel sentences
Valid and Invalid LEDs timeout after 2 seconds
NMEA TX LEDS
NMEA TX NMEA TX LED (GREEN)

TX CH1 to ON Flashing OFF indicates
TX CH7 indicates data no data
transmission transmission
on channel on channel
POWER AND SYSTEM LEDs
24V Power 24V OK LED (GREEN) OVER CURR. LED (RED)

RX CH 1 2 3 and 4 ON OFF ON OFF
TX CH 1 2 24V output No 24V Current Not current
output limiting due to limiting
overload.
SYSTEM LED (GREEN) 5V OK LED(GREEN) 3V3 OK LED (GREEN)

FLASHING at 1 OFF ON OFF ON OFF
Hz System 5V On No 5V on 3V3 on No 3V3 on
System running stopped PCB PCB PCB PCB

TRUE WIND DATA LEDs
HEAD LED (GREEN) WIND LED (GREEN) STW LED (GREEN)

ON OFF ON OFF ON OFF
Heading data No Heading Relative wind No Relative Speed No Speed
available for data available speed and wind speed Through Through
true wind for true wind direction and direction water water
calculation calculation available for available for available for available for
true wind true wind true wind true wind
calculation calculation calculation calculation
COG LED (GREEN) SOG LED (GREEN)

ON OFF ON OFF
Course over Ground No Course over Speed over ground No Speed over
data available for Ground data data available for ground data
true wind available for true true wind available for true
calculation wind calculation calculation wind calculation
True wind LEDs timeout after 3 seconds.

4.1.4 Log Data Display: P1248

4.1.4.1 Maintenance
4.1.4.2 Fault Finding
When carrying out fault finding, personnel involved must take full ESD (electrostatic
Before proceeding with any of the checks given below however, first refer to section 4.1.3.5
covering the diagnostics LEDs on the 5 Channel I/O board within the P1100 7080 Master
Electronics Unit, in order to check transmission of required IEC 61162-1 (NMEA 0183)
messages.
Check availability of 24Vdc power to the unit.
Any loss, interruption or corruption of input serial data will cause the associated displays to revert to
show dashes as per the information provided within the Display Mode sections of the P1248 Log
Data Display Data Sheet. Refer to this separate Data Sheet for more details concerning Display Mode
operational characteristics.
In the first instance, remove the P1248 indicator from the panel concerned and check all LEDs at the
rear panel of the unit. Check CPU OK LED to ensure processor is running. Dependent upon status of
Valid and Data LEDs, check all connected Talkers as appropriate, including serial data
transmitted from the P1100, 7080 master electronic unit.
If the problem is found to be a loose input NMEA 0183 connection, re-connect the cable core/s
concerned. Incoming serial data will be restored to the display and digital readings will recommence.

If associated talkers are transmitting correct serial data and if connections at the talker/s and at the
P1248 unit are satisfactory, then continuity of the serial data transmission cable/s, from the talker/s
itself/themselves, must be checked.
If the fault is found to be within the P1248 log data display itself, the unit must be returned for
investigation / repair.

4.2 Wind System
4.2.1 Wind Sensors:
4.2.1.1 Maintenance
For P299 Cup Unit and P300 Vane Unit, see maintenance sections of appropriate product data
sheets.
For Ultrasonic Wind Sensor: P292
Refer to sections 2.8.1.3 Cleaning / 2.8.1.4 Servicing in this handbook.
For Combined Cup and Vane Wind Sensor: P296
Refer to sections 2.8.2.3 Cleaning / 2.8.2.4 Servicing in this handbook.
For Combined Wind and Weather Sensor: P1003, see maintenance section of product data sheet.
4.2.2 Wind Data Display: P1249
4.2.2.1 Maintenance

messages.

show dashes as per the information provided within the Display Mode sections of the P1249 Wind
Data Display Data Sheet. Refer to this separate Data Sheet for more details concerning Display Mode
operational characteristics.
In the first instance, remove the P1249 indicator from the panel concerned and check all LEDs at the
rear panel of the unit. Check CPU OK LED to ensure processor is running. Dependent upon status of
If the fault is found to be within the P1249 wind data display itself, the unit must be returned for

4.3 Weather System (Add-on)
4.3.1 Weather Sensor: P1002
4.3.1.1 Maintenance.
For P1002 Weather Sensor see maintenance section of appropriate product data sheet.
4.3.2 Weather Data Display: P1255
4.3.2.1 Maintenance
messages.
show dashes as per the information provided within the Display Mode sections of the P1255
Weather Data Display Data Sheet. Refer to this separate Data Sheet for more details concerning
Display Mode operational characteristics.

In the first instance, remove the P1255 display from the panel concerned and check all LEDs at the rear
panel of the unit. Check CPU OK LED to ensure processor is running. Dependent upon status of
If the fault is found to be within the P1255 weather data display itself, the unit must be returned for

DRAWING No. SHEET 1 of 1 PROJECTION
3406-A3-11
KEY FUNCTION
2 SETUP OPTIONS
0
DISPLAY SHIP SPEED ON LCD
1
DISPLAY ADC AVERAGE VALUE ON LCD
2
DISPLAY NUMBER OF CAL POINTS ON LCD
3
3
4 DISPLAY TRUE WIND ON LCD
DISPLAY THEORETICAL WIND ON LCD

5
6 DISPLAY RELATIVE WIND ON LCD
4
DISPLAY HEADING ON LCD
7
8 DISPLAY TRIP DISTANCE ON LCD
DISPLAY TOTAL DISTANCE ON LCD

9
5
NO FUNCTION
A
B DISPLAY SYSTEM UP TIME ON LCD
NO FUNCTION
C
6 DISPLAY GPS DATA ON LCD
D
E NO FUNCTION
F NO FUNCTION
ISSUE DATE CHANGE No. ISSUE DATE CHANGE No. THIS DRAWING IS THE PROPERTY OF JOHN LILLEY & USED ON DRAWN DATE
GILLIE LTD AND IS SUBMITTED AS CONFIDENTIAL
TITLE
8 7080 log and wind RJA
INFORMATION WHICH MUST NOT BE USED FOR ANY
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT MATERIAL
16/12/08
CHECKED BY
TO BE COPIED OR USED FOR THE PURPOSE OF
MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
JOHN LILLEY & GILLIE LTD TOLERANCE FINISH SCALE DRAWING No. SHEET 1 of 1
(INCORPORATING THOMAS WALKER & SON LTD) -
37-41 BISSELL STREET
DIMENSIONS IN PATH
NTS 3406-A3-11
9 BIRMINGHAM, B5 7HR, ENGLAND
-
A B C D E F G H I J K L
DRAWING No. SHEET 1 OF 2 PROJECTION
2900-4-1-1
1
SECTION A-A ROTATED 17 13 14 2 8 7 9 6 3

(SEE SHEET 2)
SECTION A-A ROTATED

3
27
30
29
SPLIT PIN MUST
BE FITTED
4
28
24 25 23 26 20 15 5 18 19 21 22 16 12 31 9
32 10
6
ON ASSEMBLY, RUN FULL CIRCULAR BEAD OF RED HERMETITE ON TOP FACE OF VALVE
INBOARD OF THE FOUR FLANGE FIXING HOLES.
FIT GASKET, ITEM 9, AND RUN 2nd FULL CIRCULAR BEAD OF RED HERMETITE ON TOP FACE
OF GASKET, AGAIN INBOARD OF THE FOUR FIXING HOLES.
FIT ITEM 31, LOG TUBE WITH FLANGE, AND SECURE IN POSITION.
7
STOCK CODE No: P98
ISSUE DATE CHANGE No. ISSUE DATE CHANGE No. THIS DRAWING IS THE PROPERTY OF JOHN LILLEY & USED ON 4040, 4060 DRAWN DATE
TITLE
8 [P98] EM1, EM3 A. RICHARDSON
2 23/02/98 DO/WM/00200 INFORMATION WHICH MUST NOT BE USED FOR ANY TRANSDUCER & SEAVALVE
23/02/06
CHECKED BY ASSEMBLY - STEEL HULL
3 07/02/06 DO/WM/00634 TO BE COPIED OR USED FOR THE PURPOSE OF
4 15/04/08 NCR 08/065 JOHN LILLEY & GILLIE LTD TOLERANCE FINISH SCALE DRAWING No. SHEET 1 OF 2
5 20/02/14 ECO 0051 (INCORPORATING THOMAS WALKER & SON LTD)
PATH
1:2
DIMENSIONS IN 2900-4-1-1
mm R:\WALKER
2900-4-1-1
1
DA
IN TE
I
SE TIA
R LS 36.5000
3 IA
L TE
ST
ED
(1 /7")16
4 4 13 14
SHUT
6
OPEN
STOCK CODE No: P98
ISSUE DATE CHANGE No. ISSUE DATE CHANGE No. THIS DRAWING IS THE PROPERTY OF JOHN LILLEY & USED ON 4040, 4060 DRAWN DATE
TITLE
8 [P98] EM1, EM3 A. RICHARDSON
2 23/02/98 DO/WM/00200 INFORMATION WHICH MUST NOT BE USED FOR ANY TRANSDUCER & SEAVALVE
23/02/06
CHECKED BY ASSEMBLY - STEEL HULL
3 07/02/06 DO/WM/00634 TO BE COPIED OR USED FOR THE PURPOSE OF
4 15/04/08 NCR 08/065 JOHN LILLEY & GILLIE LTD TOLERANCE FINISH SCALE DRAWING No. SHEET 2 OF 2
5 20/02/14 ECO 0051 (INCORPORATING THOMAS WALKER & SON LTD)
PATH
1:2
DIMENSIONS IN 2900-4-1-1
mm R:\WALKER
DRAWING No. SHEET 1 OF 5 PROJECTION NOTE: 1. P1248 LOG DISPLAY IS FED FROM 24vDC OUT FROM P1100 MASTER ELECTRONIC UNIT (MEU). NOTE THAT THE "RESET"
3352-A3-173 LINK ON THE TRANSDUCER BOARD IN THE MEU IS TO BE SET TO THE RIGHT HAND POSITION. SEE ALSO 7080 HANDBOOK
SECTION 2.7.1 (PAGE 27).
1 TO SUIT CUSTOMER REQUIREMENTS 2. ALL SERIAL IEC 61162-1 (NMEA 0183) INPUTS TAKEN TO 5 CHANNEL I/O BOARD IN P1100, 7080, MEU.
P292 SOLID 3. IN TOTAL 6 x IEC 61162-1 (NMEA 0183) OUTPUTS ARE AVAILABLE AT THE P1100, 7080, MEU. (2 ON TRANSDUCER PCB / 4 ON
5 CHANNEL I/O BOARD).
STATE WIND SENSOR
P296 4. IN TOTAL 2 PAIRS OF 200ppnm CONTACTS ARE AVAILABLE AT THE P1100, 7080, MEU (BOTH PAIRS ON THE TRANSDUCER
COMBINED PCB: SEE SHEET 4).
WIND SENSOR 5. DENOTES CABLES SUPPLIED BY JOHN LILLEY & GILLIE Ltd. ALL OTHER CABLES ARE TO BE SUPPLIED BY SHIPYARD.
*
6. FOR CLARITY SCREENING IS NOT SHOWN FULLY ON ALL SCREENED CABLES.
7. SEE SHEETS 2 AND 3 FOR CONNECTIONS TO P1248 AND P1249 RESPECTIVELY. SEE SHEETS 4 AND 5 FOR CONNECTIONS
2 AT TRANSDUCER BOARD AND 5 CHANNEL I/O BOARD, RESPECTIVELY, WITHIN THE P1100, 7080, MEU.
8. REFER TO PRODUCT HANDBOOK / DATA SHEETS FOR FULL INFORMATION.
ALTERNATIVE WIND
SENSOR TO USING P292 P1100
7080 MASTER
ELECTRONIC UNIT ADDITIONAL NMEA
0183 O/PUTS P1248 P1249
3 AVAILABLE. REFER LOG DATA DISPLAY WIND DATA DISPLAY
1 2 3 C TO NOTE 3 AND
LCD
4 5 6 D ALSO SEE SHEET 4 LOG WIND
DATA WALKER DATA N WALKER
P12 48 0 P12 49
NMEA 0183 + POWER

NMEA 0183 + POWER
7 8 9 E AND SHEET 5.
A 0 B F
* P293B CABLE ASSY.

NMEA 0183 A
* P293B CABLE ASSY.

BRIGHTNESS ON/OFF
(TO 5 CHANNEL I/O BOARD: SEE SHEET 5) 2 CORE + O/ALL SCN B W9 0 90 E
NMEA 0183 DATA FROM GYRO NMEA 0183 SIMULATOR NMEA 0183 A
TRIP MODE REL TRUE
("HDT" FOR TRUE WIND) 2 CORE + O/ALL SCN B RESET
2 CORE SCN 180
S
(TO 5 CHANNEL I/O BOARD JO HN L ILL EY & GI LLI E Ltd . JO HN L ILL EY & GI LLI E Lt d.
SEE SHEET 5)
4
NMEA 0183 INPUTS NMEA 0183 INPUTS
EARTH BONDING
SEE SHEET 2
INFORMATION
CH1 NMEA
CH1 NMEA
24v
24v
24v
24v
FOR CONNECTION
FOR CLARITY, INPUT SEQUENCE SHOWN
SCN
SCN 0183 O/P
SCN
SCN 0183 O/P
RLY1 A B + 0v A B A B A B A B + 0v AB + 0v A B A B A B A B + 0v
HERE IS NOT AS ON ACTUAL P1100 UNIT.
REFER TO HANDBOOK AND SHEETS 4 & 5
FOR FULL INFORMATION. 2 CORE 200ppnm OUTPUT
TO SUIT CUSTOMER REQUIREMENTS
+ O/ALL SCN SEE NOTE 4
FROM TRANSDUCER
BOARD (SEE SHEET 4)
NMEA 0183 + RESET + POWER NMEA 0183 + POWER A NMEA 0183 O/PUT
NMEA 0183
FOR CONNECTION
3 x 2 CORE + O/ALL SCN 2 x 2 CORE + O/ALL SCN 2 CORE SCN B
P98/P99 IF REQ'D.
J20 (24v IN)

SEAVALVED SKIN
FITTING/TRANSDUCER
TO 5 CHANNEL I/O BOARD

ASSEMBLY
HULL PAD / FIXED TRANSDUCER
6 ON/OFF SWITCH
50 METRES CUSTOMER SUPPLY
*FITTED CABLE +24v
24vDC 24vDC
2 CORE SCN 0v SHIPS SUPPLY
50 METRES
*FITTED STEEL CONDUIT
CABLE
(SEE HANDBOOK)
STEEL CONDUIT
(SEE HANDBOOK)
ALTERNATIVE TO USING
7 SEAVALVED TYPE
SHELL PLATING
TITLE
8 7080 Log & Wind RJA TYPICAL 7080 CONNECTION DIAGRAM
1 11/09/13 - INFORMATION WHICH MUST NOT BE USED FOR ANY 11/09/2013 P1100; P292 / P296 OPTION; P293B;
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT MATERIAL CHECKED BY
2 13/03/14 ECO 0060 P98; P99 / P57 OPTION; P1248; P1249.
- (LOG AND WIND SYSTEM)
JOHN LILLEY & GILLIE LTD TOLERANCE FINISH SCALE DRAWING No. SHEET 1 OF 5
(INCORPORATING THOMAS WALKER & SON LTD) - -
37-41 BISSELL STREET N/A
BIRMINGHAM, B5 7HR, ENGLAND DIMENSIONS IN CAD : \PATH\FILENAME
9 3352-A3-173
- R:\NEW INDEX
3352-A3-173
1
REFER TO P1248 DATA SHEET FOR FULL

P1248 LOG DATA DISPLAY
INFORMATION ON IEC61162-1 (NMEA 0183) NOTE:
2
MESSAGES THAT WILL BE ACCEPTED AND RLY 1 ONLY APPLICABLE
PASSED THROUGH. TO THIS DISPLAY.
RLY 1 ACTIVE USED FOR "RESET" ONLY
# ENSURE LINK BETWEEN "COM"
SUITABLE EARTH LEAD TO
N.O
COM
N.C
AND 0v IS MADE AS SHOWN.
3 BE PROVIDED BY SHIPYARD. RLY 2 ACTIVE
N.O
LINK #
CPU
OK
N.O
COM
N.C
RESET
RLY 3 ACTIVE
NMEA 0183
IN OUT
N.O
COM
N.C
CH1 CH2 CH3 CH4 CH1
VALID VALID VALID VALID
4
24vDC
24vDC
DATA DATA DATA DATA
RJ45 RJ45
A B + 0v A B A B A B A B + 0v
INPUT OUTPUT
SCN
SCN
A
A
B
B
0v
0v
+24v
+24v
5
INPUT A
FROM P1100 : NMEA 0183 B
+24v
6 TRANSDUCER 0v 24vDC
+24v TO P1249
BOARD. 24vDC 0v 3 x 2 CORE WITH O/ALL SCREEN 2 x 2 CORE WITH O/ALL SCREEN (SEE SHEET 3)
(SEE SHEETS A
B
NMEA 0183
1 & 5) N.O.
RESET COM
TITLE
2 13/03/14 ECO 0060 P98; P99 / P57 OPTION; P1248; P1249.
37-41 BISSELL STREET NTS
9 3352-A3-173
- R:\NEW INDEX
3352-A3-145
1
# REFER TO P1249 DATA SHEET FOR FULL

P1249 WIND DATA DISPLAY
2 INFORMATION ON IEC61162-1 (NMEA 0183) NOTE:
MESSAGES THAT WILL BE ACCEPTED AND RLY 1 / 2 / 3 NOT APPLICABLE
PASSED THROUGH. TO THIS DISPLAY.
RLY 1 ACTIVE
SUITABLE EARTH LEAD TO
N.O
COM
N.C
3
BE PROVIDED BY SHIPYARD. RLY 2 ACTIVE
CPU
OK
N.O
COM
N.C
RLY 3 ACTIVE
NMEA 0183
IN OUT
COM
N.C
N.O
CH1 CH2 CH3 CH4 CH1
4
24vDC
24vDC
DATA DATA DATA DATA
RJ45 RJ45
INPUT OUTPUT
SCN
SCN
A
A
B
B
0v
0v
5
+24v
+24v
6 INPUT A SCN
NMEA 0183 O/PUT FOR
FROM P1248 NMEA 0183 B A CONNECTION TO OTHER
(SEE SHEET 2) 2 x 2 CORE WITH O/ALL SCREEN 2 CORE WITH O/ALL SCREEN B NMEA 0183
SHIPBOARD EQUIPMENT
+24v
24vDC 0v IF REQ'D.
TITLE
2 13/03/14 ECO 0060 P98; P99 / P57 OPTION; P1248; P1249.
9 3352-A3-173
- R:\NEW INDEX
3352-A3-173 TERMINAL DETAILS /
SIG COLOUR
REFERENCE
1 TE3 TE4 PIN
TP11 TP10 1 +24v DC PRE-WIRED
TR1
TR2
1
2 0v PRE-WIRED
ISSUE 5
TP1
3 0v
RED
SUPPLY TO
BLACK
C44
C43
4 +24v DC INDICATORS
L N
5 A
F1436
NMEA O/P
(OUTPUT) IC2 6 SCREEN
ONE
LOAD
7 B
T1
2 ADJUST IN 8 A
NMEA O/P
ACCORDANCE 9 SCREEN
TWO
ORIGINAL 10 B
WITH HANDBOOK
SERAL No
FILTER 11 RESET B
C41
TRIP DISTANCE
L-0006
CN1
12 RESET A (SEE NOTES)
C42
13 O/C A
C40 VR2 SETS LOG POTENTIAL
14 O/C A
ZERO SPEED FREE
(INPUT) CONTACTS
C39 15 O/C B
3 LINE 200 PPM
16 O/C B
IC9
L N 17 C1 BROWN
IC10 DO NOT REMOVE LID
F1
18 C2 YELLOW
F1436
19 P1 BLACK
RED
BLACK
GREEN
IC8
2001
S-E 20 SCR SCREEN
C34
C36 21 P2 RED
TE2 TE1 TE5 BLACK RED RL1
GREEN
IC14
TE4 TE3 C37
RESET IC15
RL2
TE2
4 TE3 TE4 C38 T WALKER & SON
TE1
RED
TE5
LINK
F1436
+ T2
BLACK
L N
RED
C29
BLACK
RL2
BLACK
SCR
RED
BROWN
YELLOW
(OUTPUT) R26
LOAD 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
RL3
B R/S A A A B B TRANSDUCER
CN22
NMEA OUT
- -
+ + 200 PPM
5 24V IN 24V OUT A SCR B A SCR B
2 S-E S-E
ALTERNATIVE *
A
B
SCN
0v
BROWN
YELLOW
BLACK
RED
N.O.
L-0020
+24v
(COM)
FILTER
NOTE:
SCN
WITH "RESET" LINK IN STANDARD R.H. POSITION (CENTRE AND R.H. TERMINALS LINKED),
THE MAIN / SINGLE P1248 LOG DATA DISPLAY MUST SHARE COMMON 24vDC SUPPLY
(INPUT) WITH THE 7080 ELECT. UNIT, WITH "RESET" (0v LINE) FROM N.O. CONTACT ON RLY 1 OF
LINE
6 THE DISPLAY CONNECTED INTO TERM. REF. 12 (R/S A). THERE IS NO CONNECTION
24vDC
NMEA 0183
RESET
REQUIRED AT TERM. REF. 11 (R/S B).
*
RED
BLACK
GREEN
2 CORE
TRANSDUCER OR
50 METRES CABLE
(ATTACHED TO P99
P57 TRANSDUCER)
TE1 TE2 TE5
+O/ALL SCN
3 x 2 CORE
+O/ALL SCN
TERMINAL NUMBERS
7 GIVEN FOR REFERENCE TO P1248 200ppnm TO P99 (OR P57)
ONLY (SEE TABLE) LOG DATA SEE NOTE 4 SEE SHEET 1 TRANSDUCER BOARD CONNECTIONS
FOR CLARITY NOT ALL COMPONENTS ARE SHOWN DISPLAY SHEET 1
2
SEE SHEETS 1 & 2
NOTE: 1 OFF FILTER (EITHER L-0006 OR L-0020) FITTED
ON L.H. INSIDE FACE, OF MEU ENCLOSURE.
TITLE
2 13/03/14 ECO 0060 P98; P99 / P57 OPTION; P1248; P1249.
9 3352-A3-173
- R:\NEW INDEX
3352-A3-173
1
3390-PCB-12 D15
VER. 1 5V OK
D16
3V3 OK
2 NMEA INPUTS D48 NMEA OUTPUTS
BLUE 0v D66 SYSTEM D68
24V 24V
OK NMEA RX OK
TO P292 WIND RED +24v RT5
R53
J16
NMEA 0183 + POWER RT1
R57
SENSOR
J18
GRN B D54
OVER NMEA TX OVER
P293B CABLE ASSY CURR. CURR. NMEA 0183 AVAILABLE
SEE SHEET 1. D58
CH.1
YELL A CH.1 A
A B +24v 0v
D22
+24v 0v A
J3
D1 D5 D10 NMEA 0183 FOR OTHER SHIP'S
J5
B
CH.1
B
D64 CH.1 2 CORE + O/ALL SCN EQUIPMENT IF REQ'D.
2 20
RT2
24V
OK 1 19 U7
DATA
SEE SHEET 1 & NOTE 3.
VALID
R54
D70
INVALID
J15
J1 24V
3 CPU CONNECTOR OK
D55 OVER
CURR.
CH.2
CH.2
A B +24v 0v
J6
D3 D6 D11 OVER RT6
J19
R58
CURR.
+24v 0v
2 20 D59
D62 1 19
A
24V D27
RT3
J7
OK J2 LEGACY CHANNEL O/PUT CH2 NOT USED
CH.2
R55
EXPANDER
J14
CH.2
D56 OVER NMEA 0183 AVAILABLE
CURR.
CH.3 D26
CH.3
A
A B +24v 0v
J8
D17 D7 D12 NMEA 0183 FOR OTHER SHIP'S
J9
CH.3
CH.3
B
B
4 HEAD D50 2 CORE + O/ALL SCN EQUIPMENT IF REQ'D.
WIND D49 SEE SHEET 1 & NOTE 3.
STW D51
A
D21
DATA
D60
VALID
COG D52
INVALID
24V
J11
CH.4
RT4 OK D53
NMEA 0183 AVAILABLE
B
SOG
R56
CH.4
J13
NMEA 0183 "HDT" FOR OTHER SHIP'S
B D57 OVER
FROM GYRO NMEA 0183 CURR. EQUIPMENT IF REQ'D.
CH.4
A
D25
CH.4
A
A B +24v 0v
J10
D19 D8 D13
J4
FOR "TRUE" WIND. 2 CORE + O/ALL SCN SEE NOTE 3 SHEET 1.

CH.5
B
SEE SHEET 1. CH.5

5
CH.5
CH.5
D23 D9 D14
A B
J12
0V +V 0V +V
NMEA INTERFACE PCB
VERSION 1
24V IN 24V OUT
J20 J17 JOHN LILLEY AND GILLIE LTD 2007
NOTE: J17: 24vDC OUT IS PRE-CONNECTED

6 THROUGH TO TERM REFS 1 & 2 ON
TRANSDUCER PCB.
0v
+24v
CONNECT SCN TO
APPROPRIATE P1100
CABLE GLAND USED
2 CORE
+ O/ALL SCN
24vDC SHIPS SUPPLY 5 CHANNEL I/O BOARD CONNECTIONS
SEE SHEET 1.
TITLE
2 13/03/14 ECO 0060 P98; P99 / P57 OPTION; P1248; P1249.
9 3352-A3-173
- R:\NEW INDEX
F-1877
1
TE3 TE4
TERMINAL
SIG COLOUR
REFERENCE
RED
PIN
BLACK
TP11 TP10
TR1
TR2
L N 1 1 +24v DC SUPPLY
2 0v SUPPLY
ISSUE 5
TP1
(OUTPUT) 3 0v SUPPLY TO
2
C44
C43
LOAD INDICATORS
4 +24v DC
F1436
5 A
IC2 NMEA O/P
6 SCREEN
ONE
ORIGINAL 7 B
T1
FILTER ADJUST IN 8 A
L-0006 NMEA O/P
ACCORDANCE 9 SCREEN
TWO
3 WITH HANDBOOK 10 B
SERAL No
C41
11 RESET B TRIP DISTANCE
CN1
(INPUT) 12 RESET A (SEE NOTES)
LINE C42
13 O/C A
C40 VR2 SETS LOG POTENTIAL
L N 14 O/C A
ZERO SPEED FREE
C39 15 O/C B CONTACTS
200 PPM
IC9
4 16 O/C B
RED
BLACK
GREEN
IC10 DO NOT REMOVE LID 17 C1 BROWN
F1
18 C2 YELLOW
TE2 TE1 TE5
F1436
19 P1 BLACK
IC8
2001
TE3 TE4 S-E C34 20 SCR SCREEN

C36 P2 RED
BLACK RED RL1 21
GREEN
L N IC14
TE4 TE3 C37
RED
RESET IC15
BLACK
5 RL2
TE2
T WALKER & SON
C38
TE1
RED
TE5
LINK
F1436
+ T2
BLACK
(OUTPUT)
LOAD
C29
RL2
BLACK
SCR
RED
BROWN
YELLOW
R26
2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21
RL3
ALTERNATIVE B R/S A A A B B TRANSDUCER
6
CN22
+
+
NMEA OUT
- -
L-0020 200 PPM
24V IN 24V OUT A SCR B A SCR B
FILTER S-E S-E
NOTE:
TERMINAL NUMBERS GIVEN WITH "RESET" LINK IN STANDARD R.H. POSITION (CENTRE AND R.H. TERMINALS LINKED), THE MAIN/SINGLE LOG
FOR REFERENCE ONLY (SEE DATA DISPLAY MUST SHARE COMMON 24vDC SUPPLY WITH THE 7070 ELECT. UNIT, WITH "RESET" FROM THE
(INPUT) TABLE)
LINE DISPLAY CONNECTED INTO TERM. REF. 12 (R/S A). IF MAIN/SINGLE LOG DATA DISPLAY USES A LOCAL 24vDC
SUPPLY: NOT COMMON WITH THAT FEEDING THE 7070 ELECT. UNIT, THEN "RESET" LINK MUST BE CHANGED TO
FOR CLARITY NOT ALL COMPONENTS ARE SHOWN L.H. (DOTTED) POSITION (L.H. AND CENTRE TERMINALS LINKED). RESET STILL CONNECTS INTO TERM. REF. 12
7
(R/S A) BUT IN ADDITION THE +24v ON THE LOG DISPLAY MUST CONNECT BACK TO TERM REF. 11 (B R/S).
RED
NOTE: 1 OFF FILTER (EITHER L-0006 OR L-0020) FITTED
BLACK
GREEN
ON L.H. INSIDE FACE OF MEU ENCLOSURE.
TE1 TE2 TE5
TITLE TRANSDUCER PCB ASSY.
8 7070 RJA
1 07-10-04 - INFORMATION WHICH MUST NOT BE USED FOR ANY 07 OCT' 2004 7070 ELECTRONIC UNIT
2 13-03-14 ECO 0060 TO BE COPIED OR USED FOR THE PURPOSE OF - HANDBOOK
-
37-41 BISSELL STREET NOT TO SCALE
9 F-1877
- R:WALKER\F-1877 Iss2
3390-A3-13
1
ISSUE DATE CHANGE No. ISSUE DATE CHANGE No. THIS DRAWING IS THE PROPERTY OF JOHN LILLEY & USED ON DRAWN DATE TITLE
8 GILLIE LTD AND IS SUBMITTED AS CONFIDENTIAL
1 03-12-07 INFORMATION WHICH MUST NOT BE USED FOR ANY P1100 RJA NMEA IINTERFACE I/O PCB
03-12-07
FRONT ELEVATION (for H/BK)
(INCORPORATING THOMAS WALKER & SON LTD)
DIMENSIONS IN PATH 3390-A3-13
218 WITH LID OPEN
AT 90 DEG
100 WITH LID OPEN
THROUGH 120 DEG MAX
1 2 3 C
4 5 6 D
OFF ON
7 8 9 E
A 0 B F ILLUM POWER
SPEED OFF ON
WALKER
LOG SIMULATOR
SPEC / "RATING" PLATE
WEIGHT: 7.6Kg
3419-A3-10
1 3
FOR MOUNTING ON BRIDGE WINGS:
REAR OF INDICATOR BEZEL MUST BE FULLY SEALED AGAINST PANEL / CONSOLE IN ORDER TO MAINTAIN IP65 RATING
OF FRONT OF UNIT. THE REAR SECTION OF DISPLAY IS NOT SEALED!
USE OF DOW CORNING 732 SILICONE SEALANT, OR EQUIVALENT, IS RECOMMENDED AND IS RESPONSIBILITY OF
INSTALLER TO ENSURE SUITABILITY WITH PANEL / CONSOLE MATERIAL CONCERNED.
2
LOG
DATA WALKER
P1248
3
4
144
135.5
5
6 TRIP
RESET MODE
JOHN LILLEY & GILLIE Ltd.
54.5 8.5
72 144
TITLE
8 RJA
1 13-05-09 - INFORMATION WHICH MUST NOT BE USED FOR ANY 13/05/2009 OUTLINE OF P1248 LOG
Specific Issues for PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT MATERIAL CHECKED BY
2 25-06-14 withnamed Shipyards DATA DISPLAY
referenced Hull Nos TO BE COPIED OR USED FOR THE PURPOSE OF
3 03-12-14 ECO 0072 TOLERANCE FINISH SCALE SHEET 1 OF 2
JOHN LILLEY & GILLIE LTD DRAWING No.
9 BIRMINGHAM, B5 7HR, ENGLAND DIMENSIONS IN CAD : \PATH\FILENAME 3419-A3-10
- R:\NEW INDEX
3419-A3-10
1 135.5
RLY 1 ACTIVE
3
COM
N.C
N.O
RLY 2 ACTIVE
CPU
4 OK
N.O
COM
N.C
RLY 3 ACTIVE
NMEA 0183
135.5
IN OUT
N.O
COM
CH1 CH2 CH3 CH4 CH1 N.C
5
24vDC
24vDC
DATA DATA DATA DATA
INPUT OUTPUT
SCN
SCN
REAR ELEVATION
TITLE
8 RJA
1 13-05-09 - INFORMATION WHICH MUST NOT BE USED FOR ANY 13/05/2009 OUTLINE OF P1248 LOG
2 25-06-14 withnamed Shipyards DATA DISPLAY
referenced Hull Nos TO BE COPIED OR USED FOR THE PURPOSE OF
3 03-12-14 ECO 0072 TOLERANCE FINISH SCALE SHEET 2 OF 2
- R:\NEW INDEX
3418-A3-10
1 3
WIND
DATA N WALKER
0 P1249
3
W90 90 E
144
135.5
5
6 REL TRUE
180
S
54.5 8.5
72 144
TITLE
8 RJA
1 07-05-09 - INFORMATION WHICH MUST NOT BE USED FOR ANY 07/05/2009 OUTLINE OF P1249 WIND
2 29-09-14 named Shipyards DATA DISPLAY
with referenced Hull Nos TO BE COPIED OR USED FOR THE PURPOSE OF
3 03-12-14 ECO 0072 MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
mm R:\NEW INDEX
3418-A3-30
1 135.5
RLY 1 ACTIVE
3
COM
N.C
N.O
RLY 2 ACTIVE
CPU
4 OK
N.O
COM
N.C
RLY 3 ACTIVE
NMEA 0183
135.5
IN OUT
N.O
COM
N.C
CH1 CH2 CH3 CH4 CH1
5
24vDC
24vDC
DATA DATA DATA DATA
INPUT OUTPUT
SCN
SCN
REAR ELEVATION
TITLE
8 RJA
1 07-05-09 INFORMATION WHICH MUST NOT BE USED FOR ANY 17/11/2014 OUTLINE OF P1249 WIND
2 29-09-14 named Shipyards DATA DISPLAY
with referenced Hull Nos TO BE COPIED OR USED FOR THE PURPOSE OF
3 03-12-14 ECO 0072 MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
- R:\NEW INDEX
3423-A3-10
1 4
2
WEATHER
DATA WALKER
P1255
3
4
144
135.5
5
6 Pr Rh
mBar %
54.5 8.5
72 144
TITLE
8 RJA
1 10-11-08 - INFORMATION WHICH MUST NOT BE USED FOR ANY 10/11/2008 OUTLINE OF P1255 WEATHER
2 07-05-09 - TO BE COPIED OR USED FOR THE PURPOSE OF DATA DISPLAY
Specific Issues for
Shipyards MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
3 16-07-14 withnamed
referenced Hull Nos
TOLERANCE FINISH SCALE SHEET 1 OF 2
4 03-12-14 ECO 0072 (INCORPORATING THOMAS WALKER & SON LTD) - -
9 3423-A3-10
- R:\NEW INDEX
3423-A3-10
1 135.5
RLY 1 ACTIVE
3
COM
N.O
N.C
RLY 2 ACTIVE
CPU
4 OK
N.O
COM
N.C
RLY 3 ACTIVE
NMEA 0183
135.5
IN OUT
N.O
COM
CH1 CH2 CH3 CH4 CH1 N.C
5
24vDC
24vDC
DATA DATA DATA DATA
INPUT OUTPUT
SCN
SCN
REAR ELEVATION
TITLE
8 RJA
1 10-11-08 - INFORMATION WHICH MUST NOT BE USED FOR ANY 10/11/2008 OUTLINE OF P1255 WEATHER
2 07-05-09 - TO BE COPIED OR USED FOR THE PURPOSE OF DATA DISPLAY
Specific Issues for
Shipyards MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
3 16-07-14 withnamed
referenced Hull Nos
TOLERANCE FINISH SCALE SHEET 2 OF 2
4 03-12-14 ECO 0072 (INCORPORATING THOMAS WALKER & SON LTD) - -
9 3423-A3-10
- R:\NEW INDEX
138.0 +1.0
138.0 +1.0
SQUARE CORNERS REQUIRED
7080 21 TO 28
3389-A3-7
1
128 200
120 160.0 CRS
4
200
220.0 CRS
4 x FIXING HOLES 8.2
ISSUE DATE CHANGE No. ISSUE DATE CHANGE No. THIS DRAWING IS THE PROPERTY OF JOHN LILLEY & USED ON DRAWN DATE TITLE
8 GILLIE LTD AND IS SUBMITTED AS CONFIDENTIAL
1 26-03-07 P05L067 INFORMATION WHICH MUST NOT BE USED FOR ANY RJA OUTLINE OF P1010
26-03-07
CHECKED BY POWER SUPPLY UNIT
2 09-08-07 P05L067 Mk2 TO BE COPIED OR USED FOR THE PURPOSE OF
(INCORPORATING THOMAS WALKER & SON LTD)
37-41 BISSELL STREET .8XP
DIMENSIONS IN PATH 3389-A3-7
mm
REDUCE ENGINE
GET SHIP UP TO RPM TO PRODUCE
STEADY "KNOWN" SHIP CONTINUES AT IDENTICAL SLOWER STEADY SHIP CONTINUES AT IDENTICAL
MAX SPEED STEADY "KNOWN" MAX SPEED "KNOWN" SPEED. SLOWER STEADY "KNOWN" SPEED
REF: 2.9.3.1 Para.2 REF: 2.9.3.1 Para.3
ENTER "KNOWN" ENTER SLOWER
MAX SPEED (x10 "KNOWN" SPEED
RULE APPLIES) (x10 RULE APPLIES)
AND PRESS [E] AND PRESS [E]
REF: 2.9.3.1 Para.2 REF: 2.9.3.1 Para.3
A n B C D
NOTES:
1. "ZERO" MUST ALREADY HAVE BEEN SET IN ACCORDANCE WITH SECTION 2.9.2 / 2.9.3.1 Para.1 OF THE 7080 HANDBOOK.
2. WITH THE LCD SHOWING THE CONFIGURATION MENU, [2] IS PRESSED TO ENTER THE "CALIBRATE" MENU. [1] IS THEN PRESSED TO
ENTER THE "KNOWN SPEED" CALIBRATION METHOD.
3. n WILL BE A SUITABLE HEADING APPROPRIATE TO THE SEA AREA IN WHICH CALIBRATION IS TO BE PERFORMED.
4. FIRST CALIBRATION POINT IS ENTERED AT ANY TIME DURING "KNOWN" MAX SPEED RUN CARRIED OUT BETWEEN "A" AND "B".
SECOND CALIBRATION POINT IS ENTERED AT ANY TIME DURING THE SLOWER CALIBRATION RUN CARRIED OUT BETWEN "C" AND "D".
5. TWO ADDITIONAL CALIBRATION RUNS AT OTHER SPEEDS (DIFFERENT ENGINE REVS) MAY BE PERFORMED AS NECESSARY FOR
THE TYPE AND SPEED RANGE OF THE VESSEL CONCERNED. FURTHER RUNS MAY BE PERFORMED AS CONSIDERED NECESARY FOR
ACCURACY.
6. REFER TO HANDBOOK FOR FULL "KNOWN SPEED" CALIBRATION INFORMATION.

MEASURED (NAUTICAL) MILE OR
GET SHIP UP TO OTHER KNOWN NM DISTANCE
STEADY MAX SPEED (0.2NM min - 2.0NM max)
(ENTER "KNOWN DO NOT CHANGE
START RUN 1 HERE END RUN 1 HERE
DISTANCE") ENGINE RPM
PRESS [E] PRESS [E]
REF: 2.9.3.2 Paras.2, 3 & 4 REF: 2.9.3.2 Para.7
REF: 2.9.3.2 Para.5 REF: 2.9.3.2 Para.6
A n B
D n + 180 C
START RUN 2 HERE. SHIP
END RUN 2 HERE
AT MAX SPEED & COURSE
PRESS [E]
STEADY. PRESS [E]
REF: 2.9.3.2 Para.9
REF: 2.9.3.2 Para.8
NOTES:
2. WITH THE LCD SHOWING THE CONFIGURATION MENU, [2] IS PRESSED TO ENTER THE "CALIBRATE" MENU. [2] IS THEN PRESSED TO ENTER
THE "KNOWN DISTANCE" CALIBRATION METHOD.
3. ON THE RETURN "RUN 2" OF THE SHIP, THE CALIBRATION MUST BE RUN FOR THE SAME "MEASURED MILE" DISTANCE AND IDEALLY SHOULD
BE A RECIPROCAL RUN. A PARALLEL RETURN RUN IS ACCEPTABLE AS LONG AS THE SEPARATION BETWEEN THE TWO COURSES IS KEPT TO A
MINIMUM. THIS ENSURES THAT SEA/TIDAL CONDITIONS ARE THE SAME FOR BOTH RUNS.
4. n WILL BE A SUITABLE HEADING APPROPRIATE TO THE POSITION OF THE MEASURED MILE POSTS. A TO B = C TO D = 1 NAUTICAL MILE OR
OTHER MEASURED AND ACCEPTABLE "KNOWN" NM DISTANCE.
5. PERFORM ADDITIONAL CALIBRATION RUNS AT OTHER SPEED/S (DIFFERENT ENGINE REVS) AS NECESSARY FOR THE TYPE AND SPEED
RANGE OF THE VESSEL CONCERNED. REFER TO HANDBOOK FOR FULL INFORMATION.
1 NAUTICAL MILE: CALCULATED AUTOMATICALLY
GET SHIP UP TO FROM "APPROVED" GPS SYSTEM
STEADY MAX SPEED END OF RUN 1 DETERMINED
START RUN 1 DO NOT CHANGE
REF: 2.9.3.2 Paras.2, 3 & 4 AUTOMATICALLY
PRESS [E] ENGINE RPM
PRESS [E] TO ACCEPT DATA
REF: 2.9.3.3 Para.5 REF: 2.9.3.3 Para.7
REF: 2.9.3.3 Para.6
A n B
D n + 180 C
END OF RUN 2 DETERMINED START RUN 2. SHIP
AUTOMATICALLY AT MAX SPEED & COURSE
PRESS [E] TO ACCEPT DATA STEADY. PRESS [E]
REF: 2.9.3.3 Para.9 REF: 2.9.3.3 Para.8
NOTES:
2. WITH THE LCD SHOWING THE CONFIGURATION MENU, [2] IS PRESSED TO ENTER THE "CALIBRATE" MENU. [3] IS THEN PRESSED TO ENTER
THE "GPS MILE (D/T)" CALIBRATION METHOD.
3. ON THE RETURN "RUN 2" OF THE SHIP, THE CALIBRATION SHOULD BE PERFORMED OVER A RECIPROCAL RUN. A PARALLEL RETURN RUN IS
ACCEPTABLE AS LONG AS THE SEPARATION BETWEEN THE TWO COURSES IS KEPT TO A MINIMUM. THIS ENSURES THAT SEA/TIDAL
CONDITIONS ARE THE SAME FOR BOTH RUNS. POSITIONS OF "B" AND "C" DO NOT HAVE TO BE COINCIDENTAL.
4. n WILL BE A SUITABLE HEADING APPROPRIATE TO THE SEAWAY CONCERNED. A TO B = C TO D = 1 NAUTICAL MILE AS CALCULATED FROM
THE "APPROVED" GPS SYSTEM ON BOARD VESSEL.
5. PERFORM ADDITIONAL CALIBRATION RUNS AT OTHER SPEED/S (DIFFERENT ENGINE REVS) AS NECESSARY FOR THE TYPE AND SPEED
RANGE OF THE VESSEL CONCERNED. REFER TO HANDBOOK FOR FULL INFORMATION.
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ALL INFORMATION INCLUDING TEXT AND DRAWINGS IS THE PROPERTY OF JOHN LILLEY AND

GILLIE LIMITED AND IS SUBMITTED AS CONFIDENTIAL INFORMATION WHICH MUST NOT BE

OPERATION & INSTALLATION

ISSUE DATE: 11/11/2015 CHANGE NOTE: ECO0083

SOFTWARE VERSION:- V1.04.XX

DOCUMENT LOCATION: Handbooks\Release\Current\7080\7080 Iss 3 Rev 2\

Document No. 7080 Iss 3 Rev 2

Document No. 7080 Iss 3 Rev 2 Page 1

2.8.1 Solid State Wind Sensor: P292 33

Document No. 7080 Iss 3 Rev 2 Page 2

Document No. 7080 Iss 3 Rev 2 Page 3

5.8 Basic Assembly 7080 Electronic Unit 3406-A3-1

Document No. 7080 Iss 3 Rev 2 Page 4

Document No. 7080 Iss 3 Rev 2 Page 5

1.1 The Log Transducer Assembly

1.2 The P1100 Master Electronics / Control Unit

1.2.1 EM Log Interface (Transducer Board)

Document No. 7080 Iss 3 Rev 2 Page 6

1.2.2 5 Channel I/O Board

Document No. 7080 Iss 3 Rev 2 Page 7

Document No. 7080 Iss 3 Rev 2 Page 8

* For automatic calculation and transmission of True Wind information.

Document No. 7080 Iss 3 Rev 2 Page 9

Output message frequency is 1 Hz with regard to any message output on Channel 1.

Document No. 7080 Iss 3 Rev 2 Page 10

1.2.3 Universal Microprocessor Unit

1.3 The 7070/7080 Indicators

1.3.1 Log Data Display: P1248

Document No. 7080 Iss 3 Rev 2 Page 11

1.3.2 Wind Data Display: P1249

Document No. 7080 Iss 3 Rev 2 Page 12

1.3.3 Weather Data Display: P1255

Document No. 7080 Iss 3 Rev 2 Page 13

Document No. 7080 Iss 3 Rev 2 Page 14

1.4 Wind Sensors

1.4.1 Cup Unit P299

1.4.2 Vane Unit P300

1.4.3 Solid State Wind Sensor. P292 (drawing 3342-2-7)

Document No. 7080 Iss 3 Rev 2 Page 15

Transmitted sentence from the P292 is $WIMWV,xxx,R,xxx.x,N,A*hh<CR><LF>)

Document No. 7080 Iss 3 Rev 2 Page 16

The P296 sensor transmits a NMEA 0183 sentence as follows:

Power supply requirement is 24Vdc and current consumption is 40mA.

Document No. 7080 Iss 3 Rev 2 Page 17

1.4.5 Combined Wind and Weather Sensor P1003

1.5 Weather Sensor

1.5.1 P1002 Weather Sensor

1.6 General Materials Specification:

7070 Log Transducers and hull fittings. (used on 7080 system)

Document No. 7080 Iss 3 Rev 2 Page 18

Removable type log transducers are available for :-

For wood/fibreglass hulls :-

7080 Displays / Indicators.

Uses Din 43700 pattern: Din 144 x 144 enclosure.

Document No. 7080 Iss 3 Rev 2 Page 19

1.7 Applicable Standards

Document No. 7080 Iss 3 Rev 2 Page 20

2.1 All Log Transducers

Document No. 7080 Iss 3 Rev 2 Page 21

2.2 Fixed Log Transducers (drawings 2849/3/59,50,51)

Document No. 7080 Iss 3 Rev 2 Page 22

Wood/fibreglass Hulls (drawing 2849/3/50)

2.3 Transducers with a seavalve (drawings 2900/4/1-1, 2905/4/2-1)

Document No. 7080 Iss 3 Rev 2 Page 23