The NAVIGUIDE 4000 Manual Ship Steering System is based on network solutions which easily can be modified or expand to requirements.

See below for an overview of the NAVIGUIDE 4000 performances:

OUTPUTS

Based on the control area network, the Ship Steering Control Network forms the backbone of the Control System, which is one of the first to implement the U.S. National Marine Electronics Association (NMEA) 2000 Data Communications standard.

NAVIGUIDE 4000 Follow-up (FU)/Non-Follow up (NFU)
 

Follow-Up and Non Follow-Up configurations are available for the NAVIGUIDE 4000. The different steering gear control system configurations are described as follows:

Non-Follow-up: (NFU)

NFU Steering control is the cost-effective and safest means of steering control, but not very comfortable. The rudder moves as long as the NFU-Tiller is operated and stops, when the tiller is released or the rudder limits are reached.

Follow-up (FU): (autopilot & manual)

The rudder follows the preset angle (rudder command) of the FU Handwheel and stops when this is reached. FU steering is a control of the rudder angle. It requires a Steering Control Unit (FU-amplifier) and a feedback unit in addition to the Handwheel. FU steering is more comfortable/user-friendly than NFU.

Dual Follow-up

Dual Follow-up provides separated controls to each steering gear by means of two SCUs, each controlled by a separate potentiometer of the FU-Handwheel. A single failure only causes a loss of control of one steering gear. Dual FU is mandatory with certain classification societies or notations.

It is mandatory by IMO/SOLAS to have two electric steering gears that are completely independent, also with regards to the power supply. Usually, there are two separate steering gears, each with its own steering pump, solenoid valves etc.

The Rudder Angle Indication system is separate to the steering system and is for indication only. It is an IMO requirement to have this system independently from the steering control system. Rudder angle indication is required for each steering position and at the emergency steering position in the steering gear room.

The different regulatory bodies vary on the requirements on the Rudder Angle Indicators (RAI). DNV requires a second, independent rudder angle indication system on the bridge. Panama Canal regulation requires large instruments (192x192mm minimum) on the bridge wings, visible for the pulling train operators and the IMO/MED (ISO 20673) requires the accuracy of the system to be above 1 degree.

Rudder Angle Indicators for Every Need

Northrop Grumman Sperry Marine rudder angle indicator systems are characterised by a diversity of different indicators, to fulfil the individual customer needs and regulations. The Rudder Angle Indicators are in different sizes, scales, type of installations and protection grades. In addition three-face rudder angle indicators with a 270° panoramic indication are offered.

Rudder Angle Calibrator
 

To meet IMO regulations for accuracy, Northrop Grumman Sperry Marine developed the Rudder Angle Calibrator (RAC). This is the central unit of the RAI system that provides NMEA outputs with the rudder angle, for Voyage Data Recorder and/or ECDIS/Conning Display.

A total of 6 indicators can be connected to each RAC, including the feedback unit and each can be calibrated separately. Where there are more than 6 indicators, an additional Rudder Angle Calibrator is required.