For reasons unknown, I seem to be getting a lot of traffic on a post I did quite awhile ago on Iron Lady’s helm station. Since them, some things have changed so I thought it would be worth mentioning for those who are interested in such things.
First, we have found that the cameras we installed (one in the engine room, one looking forward and one looking aft) are basically superfluous. While still onboard and operational, we never really have occasion to use them. In fact, on this voyage, the only time they got turned on was in Hawaii to see if they were operational.
Second, our AIS is a Class B – something I would not do again for a variety of reasons but primarily because of its low transmit power compared to Class A. So my recommendation is to spend the extra money on Class A.
Finally, we have upgraded our Maretron system significantly and intend to do more. The primary addition was to add an IPG100 internet protocol gateway which communicates all the data on the Maretron buss to our onboard network (and when that network is connected to the outside world to us anywhere in the world over the internet).
Using GUI drag and drop software provided by Maretron, it is easy to design screens to display information in any format you choose and modify it on the fly (which we are constantly doing as we refine what we want to see). The primary place this information is displayed is thru our laptop on our central screen at the main helm.
This same information, again displayed in any format you choose, can be transmitted to your cell phone or iPad – alarms and all. So if a bilge pump is running in Hawaii as Iron lady sits at the dock, I can be notified at home on my iPad – very cool.
While adding the IPG100, we also added temperature sensors for the main engine raw water pump, engine room and exhaust gas temperature on the main. Going forward, we intend to add temperature sensors to the refrigeration system and a complete battery condition and monitoring system on our main house bank that will monitor state of charge, alternator and inverter current, total amp draw and like items. As these are added, we will modify our display screens and alarms accordingly.
As part of all this, we have modified the way we set up our monitors both on passage and in close quarters maneuvering. Unfortunately, I do not have any good pictures to share, but will at least explain it verbally.
On passage, our center monitor is set to display Maretron data so we can keep an eye on all the critical systems it monitors. Our left hand monitor, which only displays Furuno Navnet data, is generally set to display a radar image from our big 12KW open array. We generally keep this set between 4 and 8 miles for close in target detection. The right hand monitor also displays only Furuno Navnet data and we generally have this set to display a longer range radar image on the left hand half of the screen (24 miles or so) for long range target detection. The right hand half of the display is divided into to two sections – one top and one bottom. The top section displays vector chart data which we use primarily for obstruction detection along our planned route. The bottom section is set to a raster chart. We do not have raster charts so the result is a display with a solid gray background at close ranges but like the radars and vector chart displays, it does display our route track in moving highway fashion. We use this display zoomed in to stay on our track line.
As a side note, we do not use the nav function on our autopilot – it is not even connected to our nav system. Long ago, as a pilot, I was taught that doing so dramatically reduces situational awareness and I firmly believe that to this day. Being forced to look at the electronic chart, track line and radars to keep things where they should be instead of blindly relying on an autopilot is a good thing.
On the Furuno NavNet screens, data boxes can also be displayed at the bottom and we generally keep these set up to show time, COG, course to destination and cross track error in meters. Strangely, Furuno will display cross track error digitally but does not have a display which shows which direction the track line actually lies – so you know how far but not which way the desired track is. That is why we use the raster display to create our own version of a moving highway.
Our center display also toggles between Maretron data and our MaxSea chart program. We generally do our route planning in MaxSea as it is easier to use then the Furuno system and the route information is transmitted seamlessly to the Furuno system. MaxSea also has an automatic log function which records data every hour or so as well as track information without limitation for future reference. Furuno only stores 10000 points maximum and then erases the oldest track points. Having said that, we trust the Furuno system more then the MaxSea system – it is simply much more robust. That is why MaxSea is generally hidden behind the Maretron data screen.
The center screen also displays our Furuno scanning sonar information which is input on a VGA port so it is a simple matter to switch between DVI and VGA inputs to bring up the sonar. In close quarters. the left hand screen is still set to radar but is zoomed in depending on our situation. The center screen is used for the scanning sonar in shoal water and coral infested lagoons to give us a good picture of what is in front of us beneath the surface. The right hand display is generally set to display just the chart at a similar scale to the radar. We will often overlay the radar on the chart just to verify that the chart is accurate.
Once at anchor, we will zoom in the chart display and watch the track generated but the boat as it swings about he anchor just to be certain we aren’t dragging and the scanning sonar is used to insure that there are no underwater obstructions within our swing radius. On departure, we use the track generated by our trip in to guide our exit.
Hope this was of interest.
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