D.P.

750 SERIES PEDESTAL

Fig. 1. Unit A and B can be supplied separately for Console mounting

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 Contents
Part Page
1 Operational controls 8
2 Presailing Checks 10
3 Operating Intructions 11
4 Autopilot Settings 14
5 Autopilot Internal Pre-set Controls 16
6 Optional Facilities 19
7 Table of Autopilot Settings 21
8 World Service – List of Agents 22

ILLUTRATIONS
Figure
1 750 Series Steering Pedestal 3
2 Out line of 750 Top - Plate 4
3 751 Arrangerment of Controls 5
4 752 Arrangerment of Controls 5
5 753 Arrangerment of Controls 6
6 754 Arrangerment of Controls 6
7 755 Arrangerment of Controls 7
8 756 Arrangerment of Controls 7
9 Autopilot Controls 14
10 Interal Pre-settings (i) 16
11 Interal Pre-settings (ii) 18

Table 1 21
Table 2 21

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Main Steering and Autopilot

Fig. 2. View of top plate feartures

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 Outline of Operational Controls
Figs. 3, 4, 5, 6, 7 and 8 below outlhine the switching arrangements to satisfy diferent classifteation
society rules. ldentify the Fig. relating to your ship when reading the section on operational
controls.
Fig. 3. DECCA PILOT D.P.751 ( G. or G.M. )
Pedestal or Console Models
Dual Follow-up, Dual Non-Foliow-up and AutopIilot

Switching arrangement designed particularly to meet U.S. Coast

Guard requirements. Also suitable for Lloyds, Germanische Lloyds,
FoliSh Register, A.B.S. and Bureau Veritas when the owner does not
require the facility of both systems operating together.
Not suitabie for NORSKE VERITAS
Fig. 4. DECCA PILOT D.P.752 ( G. or G.M. )
Pedestal or Console Models
Dual Follow-up, Dual Non-Foliow-up and AutopIilot

Switching arrangement designed to imeet Lloyds, Germanische

Lloyds, Polish Register, A.B.S. and Bureau Veritas where the owner
requites both control systems Lo work together.
Not suitable for U.S. COAST GUARD or NORSICEVERITAS
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Fig. 5. DECCA PILOT D.P.753 ( G. or G.M. )
Pedestal or Console Models
Dual Non-Foliow-up and AutopIilot

Switching arrangement designed to meet Lloyds, Germanische

Lloyds, Polish Register, A.B.S. and Bureau Veritas where owner
require Non-Follow-up steering only and does not require both
control systems to operate together.
Not suitable for U.S. COAST GUARD or NORSICEVERITAS

Fig. 6. DECCA PILOT D.P.754 ( G. or G.M. )

Pedestal or Console Models
Dual Non-Foliow-up and AutopIilot

Switching arrangement designed to meet Lloyds, Germanische

Lloyds, Polish Register, A.B.S. and Bureau Veritas where owner
requires Non-Follow-up steering control only but needs both control
systems to operate together.
Not suitable for U.S. COAST GUARD or NORSICEVERITAS

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Fig. 7. DECCA PILOT D.P.755 ( G. or G.M. )
Pedestal or Console Models
Dual Follow-up, Dual Non-Foliow-up and AutopIilot

Switching arrangement designed particularly for Norske Veritas

classification. The “CONTROL POWER” switch is omitted from the top-
plate and two separate Control Power system switches are lifted on the
wheel transmitter.
Not suitable for U.S. COAST GUARD
but acceptable to other classification societies though not generally
used.
Fig. 8. DECCA PILOT D.P.756 ( G. or G.M. )
Pedestal or Console Models
Dual Non-Foliow-up and AutopIilot

Switching arrangement designed particularly for Norske Veritas

classification, where owner requires only Non-follow-upsteering. The
“CONTROL POWER” switch is omitted from the top-plate and two separate
Control Power system switches are lifted on the wheel transmitter.
Not suitable for U.S. COAST GUARD
but acceptable to other classification societies though not generally used.

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1. Operational Controls
The operational controls are located on the lower part of the control panel on either side of the RUDDER
COMMIAND INDICATOR (see Figs. 3, 4, 5, 6, 7 and 8 depending on type fitted). There are two large
switches on DP751, 752, 753 and 754. The 'CONTROL POWER' switch on the extreme left which is the system
selector, and the ˆFUNCTION" selectorswitch on the extreme right.

Note:
For DP7B5 and DP756, which comply with the NORSKE VERITAS classification, the “CONTROL POWER” switch is
omitted from the toplate and replaced by two separate Port and Starboard “CONTROL POWER” switches on
the wheel transmitter. Both switches can be “ON” together if required.

1.1. The “CONTROL POWER” switch has three or four positions, depending on the type of 750 systemíitted
(see Figs. 3, 4, 5 and 6).
1. PORTSYSTEM
2. OFF
3. STBD. SYSTEM
4. BOTH SYSTEMS.
In the centre position “OFF”, the complete steering control system is deenergised. (Under some
regulations, main pumps may operate independently and will be started independently.)
In any of the other two or three positions, the complete steering control system is energised and the switch
selects whether control of the rudder, is executed via the ‘PORT’, 'STBD' or ‘BOTH SYSTEMS’ of control.

1.2. The “FUNCTION” selector switch has four positions:

1.2.1 For Main Steering Control types:
DP7B1, DP752 and DP755.
which have a “Follow-up” steering facility, the PFUNCTION' switch is marked as follows :
1. F.U (Follow-up steering by whesl)
2. N.FU. (Non-Follow-up steering by halƒ wheel)
3. AUX.N.F.U (Non-Follow-up steering in positions other than main wheelstand)
4. PRE-SLECTOR (For steering via the autopilot computer)
PULL TO TURN

1.2.2 For Main Steering Control types :

DP753, DP754 and DP756
which have only Non-Follow-up (direct acting) steering in the main steerimg position, the 'FUNCTION'
switch is marked as follows:
1. WHEEL (Non-Follow-up steering by halƒ wheel)
2. AUX.I For Non-follow-up steering position away from the main steering position.
3. AUX.II
4. PRE-SELECTOR For steering via the autopilot computer.
PULL TO TURN

1.2.3 The 'FUNCTION' selector switch selects the mode of control from the following possibilities :
1. Manual Follow-up steering executed by the main wlieel. The rudder angle ordered is shown on the
mechanical wheel position indicator immediately above the wheel axis.
2. Non-Follow-up steering executed by the spring-loaded half wheel. This wheel can be turned 30° to
either side, and the ruddet moves as long as the half wheel is held on. The half wheel over-rides all
modes of steering control at all times without need of selection. However, when the half wheel is
released, control is resumed by the steering mode that was in use before the over-ride was exercised,
e.g. Gyro Autopilot.
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 Note:
TO CONTINUE TO STEER MANUALLY BY HALF WHEEL SELECT ‘N.F.U.’ OR 'WHEEL” DEPENDING ON
TYPE
3. 'AUX. N.F.U.' in DP751, DP752 and DP755, or
'AUX. I' and 'AUX. II' in DP753, DP754 and DP756.
These positions select any auxiliary tillers not located at the main steering position, e.g. on the wings
of the bridge or on the monkey island, etc. (if fitted).
4. PRE-SELECTOR' (PULL TO TURN). With the 'FUNCTION' switch pointing to this position the operator
has the choice of selecting GYRO PILOT, AUXILIARY FOLLOW-UP STEERING, MAGNETIC PILOT (if
transmitting magnetic compass is fitted) and 'REMOTE.
The latter is only used for special applications, e.g. programmed input from a ‘Seatrack' unit or special
rate pilot, etc.
In DP751, 752, 753 and 754 systems, the two large switches are the only ones required to operate
manual steering.
Note:
In DP755 and DP756 (NORSKE VERITAS) the 'CONTROL POWER’ switch is omitted from the top-plate
and replaced by two separate Port and Starboard switches on the wheel transinitter. Both switches
can be 'ON' at the same time if desired.

1.2.4: 'TEST' switch. To the left of the RUDDER COMMAND INDICATOR is the 'TEST' switch.
This switch is associated only with the autopilot electronics and has three positions:
1. CHECK This permits a full operational check of the autopilot electronics without actually
moving the rudder
2. NORMAL Off course alarni 'OFF. The linge sinus
3. ALARM Off course alarm 'ON'.
To the right of the RUDDER COMMAND INDICATOR is the PRE SELECTOR switch. This switch pre-
selects the mode of control to be executed by the autopilot. It is in operation when the 'FUNCTION
switch is turned to 'PRE-SELECTOR'. The 'PRE-SELECTOR has four positions (see Paragraph 1.2.3. sub
paragraph 4 above). For safety, the operator is required to 'PULL TO TURN' this switch.

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2. Pre-Sailing Checks
2.1. SYNCHRONISING Repeater with Master Gyro.
To synchronise Autopilot repeater pull up on the spring-loaded knob in centre of repeater and rotate
until correct ship's head is shown under the lubber line (Ship's Bow image).
2.2. CHECKING AUTOPILOT FUNCTION
2.2.1. With the TEST switch set to 'CHECK', the Autopilot can be fully tested without moving the rudder.
Proceed as follows:
(a) TEST switch set to 'CHECK’
(b) CONTROL POWER switch to 'PORT' or 'STBD.' system.
(c) FUNCTION selector pointing towards 'F.U.' or 'WHEEL' (switch vertical)
(d) PRE-SELECTOR set to 'GYRO'.
2.2.2. Autopilot amplifier controls under spring-loaded cover set to suit weather and class of ship.
2.2.3. Rotate Autopilot knob in centre of repeater so that pointer is about 10’ from lubber line to port or
starboard.
2.2.4. Watch RUDDER COMMAND INDICATOR. ( If no rudder limit has been set, this will now show the amount
of rudder that would be applied to complete the course alteration.) Note that counter rudder will
reduce the initial rudder angle after a few seconds delay.
2.2.5. Return Autopilot knob to ship's head and check that RUDDER COMMAND INDICATOR returns to
midships, after applying counter rudder. Repeat operation to other side.
2.2.6. Check that half wheel overrides autopilot
2.3. CHECKING MAIN STEERING SYSTEM
2.3.1. With Eunction selector switch to N.F.U. test half wheel steering on port and starboard system and both
systems (if applicable).
2.3.2. With Function selector switch to F.U. test main wheel steering on either system and both (if applicable).
Compare helm reading to commanded reading.
2.3.3 Check that half wheel overrides main wheel.
Checks Completed

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3. Operating Instructions
3.1. MANUAL STEERING
3.1.1. 'FUNCTION' switch to 'F.U.' or 'WHEEL'.
3.1.2. 'PRE-SELECTOR' in any position.
3.1.3. 'TEST' switch to 'NORMAL'.
3.1.4. Ensure power is available to equipment in steering gear room.
3.1.5. CONTROL POWER' switch to 'PORT' system, 'STBD’ system or 'BOTH SYSTEMS’ as required.
Ship can now be steered manually.
Note 1:
llumination levels can be adjusted by the dimmers at the top of the control panel.
Note 2:
SPECIAL FEATURE.
With the TEST switch at 'CHECK' and the Autopilot pointer set to the desired course, the Rudder
Command Indicator will show the rudder angle that the Autopilot would apply if it were in use.
This enables the helmsman to steer manually with an economy of rudder angle by matching his HELM
indicator to the Rudder Command Indicator of the Autopilot.
3.2. AUTOMATIC STEERING
3.2.1. Ensure that the Autopilot pointer is lined up with ship's bow image on the face of the steering repeater,
and the controls under the spring. loaded cover are set to suit the weather, the ship and any rudder
limit required.
3.2.2. Check that 'CONTROL POWER' switch is set to SYSTEM IN USE and controls are illuminated.
3.2.3. Select 'GYRO' on the PRE-SELECTOR switch.
3.2.4. Turn large 'FUNCTION' switch to the left; pointing towards the PRE-SELECTOR switch. Ship is now
steering by Gyro controlled Autopilot.
3.2.5. The off-course alarm will now sound to indicate it has not been selected.
Select 'ALARM' on the TEST switch and alarm will cease
Note 1: ALARM WILL ONLY SOUND AGAIN WHEN:
(a) Ship deviates from the Autopilot course by the pre-set amount (see paragraph 5.7.5.).
(b) An alteration of course is made beyond the pre-set alarm sector.
(c) The power fails.
Note 2:
See Section four for settings of Autopilot controls under the cover and Section five for pre-set controls
normally set by the installation engineer.
3.2.6. TO ALTER COURSE BY AUTOPILOT
Turn Autopilot Pointer to the new course, in the direction it is desired to turn the ship, and leave it
there. The Autopilot will now bring the ship to this course automatically. The exact number of single
degrees can be set using the lower vernier scale. The top vernier scale will show the gyro repeater
course achieved.
Unlimited course alterations can be made at one time. However, as the autopilot always takes the
shortest route to the new course, it is recommended that large alterations are carried out 45° at a time
until the required course setting is arrived at, when the pointer can be set and the remaining 45 o
achieved automatically.

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3.2.7. OVER-RIDE FEATURE
THE HALF-WHEEL IS OVER-RIDING AT ALL TIMES. A SIMPLE MOVEMENT OF THIS HALF-WHEEL TO
PORT OR STARBOARD BY-PASSES ALL ELECTRONICS AND ACTS DIRECTLY ON THE STEERING GEAR
GIVING IMMEDIATE MANUAL STEERING CONTROL.
Note:
When the half-wheel is released the system reverts to the mode (e.g. GYRO PILOT) that was in use
before the over-ride was executed. Therefore, to continue to steer manually, 'F.U.', 'N.F.U.' or 'WHEEL
should be selected as required.
3.2.8. TO REVERT TO MANUAL STEERING
Turn the main FUNCTION selector to 'WHEEL' or 'F.U.'. This single operation returns control to manual
steering.
Note 1:
If the previous mode of control was Autopilot, the alarm buzzer will now sound. Switch 'TEST' switch
to NORMAL and alarm will stop.
3.3. RECOMMENDED ROUTINE AND EMERGENCY OPERATING PROCEDURES
Note:
The olders laid down by the shipping companies for their ships' officer are their individual responsibility.
For guidance, however, the following routine and emergency procedures are recommended.
3.3.1. ROUTINE (System Selection)
It is recommended that during a voyage, tlie Port and Starboard systol be alternated at least every 24
hours.
IMPORTANT NOTE
In the majority of ships the main steering gear pumps and the steering gear control systems are selected
together by the 'CONTROL POWER’ switch on the DP750 series. This means that either or both control
lines can be selected at will.
However, on certain steering gears the main steering pumps are switched on independently of the
'CONTROL POWER' switch. While this enables the system to be used in any combination, it means that
both main pumps must run together if the operator is to select either the Port, Starboard or both
systems together at will.
In these installations the main pumps should be changed as a matter of routine when changing the
control system on a 24 hour basis.
The advantages of the 24 hour change-over are:
1. It becomes part of the ship's routine.
2. It provides daily confirmation that both systems are in good working order.
3. It ensures equal wear and tear on each system.
Note:
Ships with the facility of operating both Port and Starboard systems together, can use this to obtain
higher rudder speed.
However, the use of this double system must not be considered an additional safeguard against control
line failure. It is not possible to diagnose which line is at fault when both are operated together.
Therefore, when a fault occurs in this condition, the operator must switch to Port and Starboard control
system in turn and steer on the one that is serviceable.
3.3.2. EMERGENCY IN MANUAL CONTROL
If when steering manually, the Rudder Indicator fails to correspond to the angle of helm ordered, the
officer of the watch should change immediately to the opposite system on the System Selector Switch
and in certain cases, start up the opposite steering gear motor inmediately. (See Important Note'
opposite.)
Use of the over-ride half wheel facility is not recommended in this case as the fault may be in the
steering gear and not in the control line.

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3.3.3. EMERGENCY IN AUTOPILOT
With the exception of a gyro or gyro repeater failure the emergency will be indicated by the off course
alarm buzzer. This can be due to:
1. Failure of power to the autopilot.
2. Ship 'off course' by a set number of degrees.
3. A fast gyro wander.
Note:
A slow gyro wander will not be apparent but this will be discoveied by the normal gyro checking routing
of the ship's officers.
ACTION:
Immediately apply manual over-riding control by means of the half wheel to bring the ship back on
course. This will prove that manual control and the steering gear are serviceable. However, if the ship
does not respond immediately switch to the opposite system on the 'CONTROL POWER' switch and in
certain cases (see 'Important Note' above) switch on the opposite steering gear main pump and try
again.
Select either 'F.U.', 'WHEEL' or 'N.F.U.' as required on the 'FUNCTION' switch and steer manually until
the autopilot fault has been rectified.
Note 1:
In ships fitted with a transmitting magnetic compass, autopilot can : continue to be used in the event of
a gyro failure, see Section 6.1.
Note 2:
In the extreme case of a failure of autopilot and both follow-up systems simultaneously, manual steering
can be continued using the NON FOLLOW-UP direct acting half wheel which by-passes all electronics to
work directly on the steering gear actuator equipment.

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4. Autopilot Settings (see Fig.9)
Fig. 9.

The settings are determined by the weather and ship characteristics and will not normally require
adjustment unless conditions change. For this reason they are located under a spring-loaded cover.
DESCRIPTION
4.1. WEATHER
This control desensitizes the equipment in rough weather and simultaneously smoothes out any wild
yaw fluctuation content from the compass information due to heavy seas. The heavier the weather, the
higher the setting should be. In calm weather, most shipscan,use position zero for tight course control.
The setting should be optimized for the best conpromise between course accuracy and minimum rudder
movements.
It is a four-position switch marked 0, 1, 2 and 3. The control increases the rudder dead band (i.e. reduces
the equipment sensitivity) and increases damping (filtering) as the settings increase.
Irrespective of the setting applied, the long term heading will be accurate due to the averaging ability
of the AUTOMATIC PERMANENT HELM.
4.2. COUNTER RUDDER.
4.2.1. The purpose of this control is to apply a relatively greater amount of helm at the beginning of a course
alteration to get the ship turning. Once the ship is turning, just enough helm is applied in order to keep
her coming round.
When the new heading is approached, opposite helm is applied in stop the swing. As the ship settles on
the required leading and the yaw rate disappears, the helm is removed.
The greater the ship's movement of inertia, the greater will be the COUNTER RUDDER setting required.
If the ship has good dynamic stability, relatively small settings of COUNTER RUDDER will be sufficient.
If the ship is unstable in her steering characteristics, settings as high as 7 to 8 may be necessary.
Loading plays an important role here, as increased load results in increased inertia and normally a
decreased dynamic stability.
4.2.2. The action of the control is to modify the rudder commands in pooportion to the rate of turn of the
ship. The control is a continuous one calibrated from 1 to 8. In position 1 the control is not in use.
Counter'rudder is. increased as the settings are increased.
4.2.3. The counter rudder control is calibrated to suit the particular ship by means of an internal pre-set
control marked COUNTER RUDDER TIME CONSTANT (see paragraph 5.1.7.). For example, a large ship .
where everything happens relatively slowly, requires higher settings of COUNTER RUDDER TIME
CONSTANT than small fast vessels.
The setting of this pre-set is normally determined on sea trials by the installation engineer.
4.3. RUDDER
This is a continuous control with a calibrated scale from 0.5 to 3. The action of the control is 10 alter the
ratio between the instantaneous heading error (without YAW RATE and COUNTER RUDDER effect). and
rudder command.
The effect of the scale setting is :
Figure on Scale = RUDDER COMMAND IN DEGS / INST. HEADING ERROR IN DEGS.

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 E.G. if the HEADING ERROR is 2’ and the Rudder setting is 1.5, this will result in a RUDDER COMMAND
of 20 x 1.5 =30. On top of this command will be imposed the effect of yow rate and COUNTER RUDDER,
which will add to or reduce the rudder angle, depending upon whether the ship is yawing away from or
towards the required heading.
The purpose of the control is to optimize the control gain (or stiffness).
The higher the setting of RUDDER, the tighter will be the control of the heading. At the same tine higher
settings of COUNTER RUDDER will be required.
If too high a setting is used, this will result in severe overshout during course alterations or, in the
extreme case, in periodic oscillations.
If too low a setting is used, the response will be very sluggish. Normally settings in the order of 1 101.5
will suffice.
4.4 RUDDER LIMIT
This control selects a limit to the number of degrees applied by the autopilot computer in any of the
modes available on the pre-selector, EXCEPT FOLLOW-UP. E.G. with PRESELECTOR at 'GYRO' and 'LIMIT
switch at 10°, the Autopilot will not use more than 10% of rudder even though a 150° alteration is
ordered by the Autopilot pointer.
The purpose of the control is the tactical one of preventing a manoeuvre more radical than is compatible
with speed loss and comfort on board or with the safety of the ship in high speed cases.
Analysis proves, that in the majority of ships, rudder angles in excess of 150 – 200 do not improve the
time taken to complete a course alteration, but will result in excessive speed loss.
Hard-over rudder only serves the purpose of emergency evasive action. The setting will, therefore,
depend upon the type of ship and its service, but generally about 20° is reasonable.
4.5. PERMANENT HELM
This is a continuous Control with a calibratie scale of 2 0 PORT - 20° STBD.
The action of the control is to offset the working centre of the rudder to the amount set on the scale in
any of inefollowing pre-select modes:
1. Autopilot-Gyro. 2. Autopilot-Magnetic. 3. Remote.
Note:
In 'AUX. F.U.': the permantent helm is out of action.
The purpose of the remanent Helniconuolis twofold.
1. When a ship has a known imbalance 10 one side, requiring a certain amount of bias helm (e.g. single
propeller ellect or the extiene case of trawlers working their trawl over one side) manual setting of
ihe approximate bias will speed up the effect of the AUTOMATIC PERMANENT HELM calculator,
because it is started off nearer to its target.
Whether the control setting is estimated correctly or left at zero left at zero has no influence on the
final steering accuracy but only in the time it takes to reach this heading accuracy.
2. If not used as described above, the 'Permanent Helm' shouly be left at ZERO, and the automatic
permanent helm will function normally. In heavy weather, with a strong beam wind at slow speed
or with a trawl or tow out to one side, the estiniated amount of 'permanent' or 'weather helm'
needed should be set by experience. If estimated correctly, this will bring the ship to the course set
on the autopilot pointer and prevent the off course alarm from sounding unnecessarily. The
'Permanent Helm' switch is also useful as a test signal for certain checks of the equipment, described
in the installation instructions.

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5. Autopilot Internal Pre-Set Controls (see Fig.10 &11)
Fig. 10.

The pre-set controls at the back of the top-plate relate only 10 the computer of the autopilot.
Note:
In DP751, DP752 and DP755 which have manual follow-up steering by a wheel, the two separate follow-
up amplifiers in the system also have their own pre-set controls which are dealt with in the installation
manual.
All pre-set controls are adjusted by the installation technician on sea-trials to suit the ship's steering
characteristics. The settings for the auto-pilot should be recorded on table 1 on page 20 of this manual. If
ships' officers or technicians make any changes to these settings, they should be recorded in this table for
the future guidance of service engineers.
5.1. DESCRIPTION OF CONTROLS
5.1.1. 'WHEEL DEADBAND
This control is operative when 'AUX. F.U.' is' selected ON THE PRE SELECTOR switch. It is calibrated from
0.50 to 50 and governs the sensitivity of any follow-up steering (e.g. hand-held follow-up tiller) which is
controlled by the autopilot computer.
5.1.2. 'STEERING GEAR OVERSHOOT'
This control is provided so that the Rudder Command Indicator does not differ from the actual ships
steering gear at any given rudder angle by more than the value set by the control. Any tendency for the
ships steering gear to overshoot the commanded rudder angle is thus prevented.
5.1.3. 'RUDDER SPEED'
This control calibrated from 1.5 deg/secs. to 5 deg/secs. adjusts the autopilot to the speed of the
steering gear itsell.
Most steering gcars have a non-linear characteristic which causes them to move slowly at first, building
up to a constant speed. When the command is removed they gradually slow down to a full stop. The
constant speed of the steering gear is relevant for this setting.
5.1.4. ’VOLTAGE ADJUSTMENT'
This control adjusts the stabilised DC power supply to exactly plus and minus 20.
THE CONTROL SHOULD NOT BE TOUCHED WITHOUT REFERENCE TO THE TECHNICAL MANUAL
IMPROPER ADJUSTMENT CAN CAUSE DAMAGE TO THE ELECTRONIC EQUIPMENT.
15
 WARNING:
Too high a setting will damage the built-in transient voltage protection !
5.1.5. 'ALARM LIMIT
This control sets the number of degrees from the ship's head where the oft-course alarm signal will
sound. The control is calibrated in actual degrees 'off - course'. Alarm limits can be set between ±50 and
±10°.
This control also governs the number of degrees at which the Automatic Permanent Heim (Weather
Helm) is automatically cancelled when altering course by the Autopilot pointer.
Note:
The 'Off-Course' alarm is not operative during manual steering, and should be switched to 'NORMAL'.
5.1.6. 'AUTOMATIC PERMANENT HELM TIME CONSTANT
This four-position switch, 120sec., 240sec., 480sec. and infinity, governs the time constant for the
Autopilot to apply and integrate the Automatic Permanent Helm required to maintain the heading
selected. The lower the setting, the faster the application consistent with steering stability. On 'Infinity'
(posn. 4) the Autoniatic Permanent Helm feature is switched off.
5.1.7. ‘COUNTER RUDDER TIME CONSTANT'
This seven-position switch varies the tine constant of the counter rudder circuit. It increases as the
switch is turned clockwise. The larger the ship, the higher the time constant usually required in order to
deal with the greater inertia.
5.1.8. ‘DOUBLE PROP, SINGLE PROP'
This is a linkage arrangement. A link either connects terminals D-E for twin screw ships or E-F for single
screw ships. A twin screw ship with twin rudders usually behaves as a single screw ship for this purpose.
The criteria as to which of the two linking possibilities should be applied is whether the rudder(s) are
situated so that they are:
(a) In the propeller slipstream or free of the propeller slipstream for any rudder angle.
(b) Clear of the propeller slipstream for small angles of rudder and in the propeller slipstream for slightly
bigger rudder angles.
If (a): Apply SINGLE PROPELLER
If (b): Apply DOUBLE PROPELLER
Configurations of two propellers and one rudder do exist, where the rudder is in the slipstream all the
time. This is the case if the two propeller blades partly overlap. It can also happen that the two propeller
shafts have a slight angle towards each other aft. Such cases should be treated as (a).
5.1.9. RUDDER COMMAND INDICATOR ADJUSTMENT (See Fig. 11).
'MECHANICAL ZERO SET'. This is a mechanical screwdriver adjustment to mechanically zero the Rudder
Command Indicator pointer. The adjustment must be made with the equipment completely switched
OFF.
'INSTRUMENT SENSITIVITY'. This is pre-set before leaving the factory and sealed. The adjustment should
not be altered without reference to the proper service manual.
5.1.10. OPTIONAL RUDDER INDICATOR ADJUSTMENT. (See Fig. 11).
A screwdriver adjustment for setting the sensitivity of additional optional Rudder Indicators if fitted. It
has no influence or connection with the Rudder Command indicator. The adjustment covers the load
range due to various types and different numbers of Rudder Indicators fitted.
Note:
It is not meant to compensate for errors in Rudder Translator siting.
If the adjustinent is not within the range required refer to service instructions for checking Rudder
Translators.
5.1.11. 'NON-OVERSHOOTING ST. GEAR
'OVERSHOOTING ST. GEAR
For steering gears that have an 'overshoot' a link is connected between a and b. For non-overshooting
steering gears the link is connected between b and c. In the latter case, the 'Rudder Speed’ 5-1-3 and
'Steering Gear Overshoot' 5-1-2 controls are out of action and may be ignored.
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Fig. 11.

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6. Optional Facilities
6.1. DUAL GYRO-PILOT/MAGNETIC PILOT
In ships fitted with the DECCA PILOT Transmitting Magnetic Compass type 41B90 the autopilot can
obtain.its leading reference from the imagnetic compass in addition to the gyro. The same course setting
pointer on the repeater is used to set or alter the course but if the gyro is out of action, no repeater facility is
available and the accuracy of the course steered must be checked by visual inspection of the magnetic
compass. This is facilitated by the compass having a glass bottom and a double-sided compass card which can
be viewed from below in ships having a reflector binnacle.
6.1.2. TO CHANGE FROM GYRO TO MAGN' on the 'PRE-SELECTOR’
This is done by switching the small 'PULL TO TURN' Pre-selector switch from 'GYRO' to 'MAGN.'. The
ship will now steer automatically by the magnetic compass reference.
NOTE:
If it is desired to steer by 'MAGNETIC because of a GYRO failure, the following drill should be observed
as a safety precaution.
(i) When the alarm sounds indicating ship off-course due to a failure of GYRO repeater or a fast
GYRO wander, TURN 'FUNCTION switch to 'F.U.' or 'WHEEL' and steer manually.
(ii) Check Magnetic Heading and con the ship manually until ship is on desired course.
(iii) Select 'MAGN.' on the PULL TO TURN PRE-SELECTOR switch.
(iv) Switch 'FUNCTION' switch to 'PRE-SELECTOR'. Ship will now pick up the magnetic course
ordered by the pointer on the face of the steering repeater.
(v) Check course by observation of the Magnetic Compass itself.
NOTE:
Allowance musi, of course, be made for Magnetic Variation and Deviation to steer the equivalent true
course as previously steered by the GYRO-PILOT
6.2. AUXILIARY NON-FOLLOW-UP TILLERS
These may be listed as optional items on the wings of the bridge or the Monkey Island.
In DP751, 752 and 755 these are selected by the position on the 'FUNCTION' switch marked 'AUX.
N.F.U.'.
In DP753, 754 and 756 there are two separate positions for this facility on the 'FUNCTION' switch
marked 'AUX. I' and 'AUX. II'.
6.3. HAND HELD FOLLOW-UP TILLER
This device, supplied with 12m of cable is for remote manual follow-up steering. It has a permanently
illuminated dial (Beta-light) and a one handed operation. It is in use when the 'PRE-SELECTOR' switch
is turned to 'AUX. F.U.'. The number of degrees of rudder required are set on the circular dial and the
rudder automatically 'follows-up'. The instrument is used in exactly the same manner as a ship's
wheel.
NOTE: FIXED FOLLOW-UP TILLERS CAN ALSO BE USED IN THIS MANNER IF INSTALLED.
6.4. 'REMOTE'STEERING DEVICES
It is possible with any DP750 series main steering control system to install 'remote' steering devices.
These can take the form of:
1. Additional Autopilot course setting units, gyro or magnetic.
2. Programmed input from a Decca 'Seatrack' unit for automatic steering, using the Decca Navigator
System.
3. Rate steering devices. If any of these special options are available they are selected on the 'PRE-
SELECTOR' switch by the position marked 'REMOTE'. Separate instructions for their use are supplied
when installed.

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6.5. RUDDER INDICATOR SYSTEMS
TWO INDEPENDENT RUDDER INDICATOR SYSTEMS can be used with the DP750 as follows:
1. Rudder Indicator System T.R.I.
A three-faced rudder indicator display for deckhead mounting, capable of being viewed from Port and
Starboard as well as from the rear.
2. Rudder indicator System W.T.
A single-faced watertight rudder indicator suitable for mounting in wheelhouse or in exposed positions.
Both rudder indicator systems operate independently and are complete with Rudder Translator, power
pack and dimmer box for controlled illumination.

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7. Tables of Autopilot Settings

S.S./M.V________________________________________________
Table 1. Autopilot External Controls
At cruising speed__________knots
CONDITIONS AUTOPILOT SETTINGS
DRAUGHT FOR'D DRAUGHT AFT WEATHER COUNTER RUDDER RUDDER PERM.
RUDDER LIMIT HELM

Table 2. Internal(preset) Controls and Switches

DATE WHEEL STEERING GEAR RUDDER ALARM AUT.PERM.HELM COUNT
DEADBAND OVERSHOOT SPEED LIMIT TIME CONSTANT RUDDER
TIME
CONSTANT

INSTALLATION

Steering gear switch set to 'OVERSHOOT/'NON OVERSHOOT

Propeller switch set to 'SINGLE PROP’/DOUBLE PROP
*Delete words that are not applicable

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 World Service – List of Agents
The Service Agents in this list represent the World Service Organisation of Decca and
are capable of providing first class service to your equipment. Your interest will best be served if you ensure
that only accredited Decca agents as listed are used to service and maintain your equipment. Decca Service
Agents are supported by the Service Headquarters in Croydon, England, which ensures that they are in
possession of the latest technical information and adequate spare parts. In addition they have the exclusive use
of Decca's emergency service for immediate despatch of spares by air to any part of the world. The World
Service Organisation exists to help you - you can help us when you call for service by providing as much detail
as possible to the Service Agent. In particular the following points should be covered:
1. Type of equipment.
2. Any information regarding symptoms of lault.
3. Estimated time of arrival.
We want you to have the best service for your equipment. In case of any problem please let us know.
Decca Radar Limited Installation & Service Division 544 Purley Way, Croydon CR94DQ, Surrey, England.
Telephone : 01-686-2400 Telex: 262315 Cables : Decradar Croy.ion

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