4020 Walker Speedlog Service Manual PDF

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.
4020
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: 4
REVISION: 2
SOFTWARE VERSION:- V2.06.XX
ISSUE DATE: 11/11/2015 CHANGE NOTE: ECO0083
DOCUMENT LOCATION: Handbooks\Release\Current\4020\4020Hbk-Iss 4 Rev 2\
Document No. 4020Hbk-Iss 4 Rev 2

4020 Operation & Installation Handbook
CONTENTS
Page
1. Introduction 4
1.1 The log transducer assembly 5
1.1.1 Fixed type transducers 5
1.2 The Control Unit 5

1.2.1 EM log interface 6
1.2.2 Universal microprocessor unit 7
1.2.3 LCD Control PCB 7
1.2.4 Speed and Distance Display 8
1.3 General Materials specification 8

1.4 Applicable Standards 9
2. Installation 10
2.1 All Log Transducers 10
2.2 Fixed Log Transducers 11
2.3 Log Transducer and cabling 12
2.4 4020 Control Unit 13
2.4.1 Wiring 14
2.4.2 General Information: Installation of Cables 16
2.4.2.1 Cable Classes 16
2.4.2.2 Segregation distances 17
2.5 Power supply 18
2.6 Setting up the 4020 19
2.6.1 Switching On & Initialising the 4020 19
2.6.2 Zero Control (Setting “Zero”) 23
2.6.3 Calibration 24
2.6.3.1 Zero setting & Calibration
using “Known Speed” Method 26
2.6.3.2 Zero setting & Calibration
using “Known Distance” Method 30
2.7 Test Facility 34
3. Operation 35
3.1 Control Unit 35
3.1.1 The operating environment 35
3.1.2 Normal operation 36
3.2 Log Data Display (Option) 38
Document No. 4020Hbk-Iss 4 Rev 2 Page 1

Page No.
4 Sea Valved Skin Fittings (Option) 39
4.1 Steel Hulls 39
4.2 Wood / GRP Hulls 41
5 Power Supply Unit (Option) 44
6 Maintenance 45
6.1 Transducers 45
6.1.1 Sea-valved Transducers (Option) 45
6.1.2 Fixed Type Transducers 46
6.1.3 EM Log Transducer Checks 47
6.1.3.1 Checking EM Log Transducer Installation 47
with vessel in drydock
6.1.3.2 Checking Transducer with vessel afloat in 50
seawater
6.1.3.3 General Notes 52
6.1.3.4 Checking Transducer Drive 53
6.2 Control Unit - P282 54
6.2.1 Maintenance 54
6.2.2 Fault Finding 54
6.3 Log Data Display (Option) 56
6.3.1 Maintenance 56
6.3.2 Fault Finding 56
7 Drawings Drg. No.

4020 key functions 3335-1-8
Transducer – steel hulls 2849-2-62
Transducer – alloy hulls 2849-2-63
Transducer – wood/GRP hulls 2849-2-64
Transducer & Hull Pad – steel hulls 2849-3-59
Transducer & Hull Pad – alloy hulls 2849-3-50
Transducer & Hull Pad – wood/GRP hulls 2849-3-51
Control Unit – outline 3335-2-10
Basic Assembly: 4020 Control Unit 3335-2-7
Transducer PCB Assembly F-1740
Microprocessor PCB Assembly 3390-A3-4
LED Display PCB Assembly F-1409
Display PSU / m-processor PCB Assembly F-1741
LCD Control Panel PCB Assembly F-1820
7 Drawings - continued Drg. No.

Calibration Keypad – outline 3335-2-6
Block Diagram: 4020 Log with Fixed Transducer F-1734
Typical installation positions -
Log Data Display: P1248 – outline (Option) 3419-A3-10
Panel cut-out details – Log Data Display 3347-A3-71
Power Supply Unit: P1010 (Option) 3389-A3-7
Block Diagram: 4020 Log with Fixed Transducer and
Optional Log Data Display 3352-A3-155
Transducer and Seavalve - Steel hull 2900/4/1-1
Transducer and Seavalve - Wood / GRP hull 2905/2/2-2
Connections: P1010 Power Supply Unit (Option) 3389-A3-8
Calibration Diagram (for section 2.6.3.2) 3037-2-32
Calibration Diagram (for section 2.6.3.1) 3037-2-33

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 Control 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
On the 4020 system, as standard, a fixed type transducer, with a hull pad, is supplied.
Optional sea-valved transducers and skin fittings are also available. (See Section 4)
1.1.1 Fixed Type Transducers

a) Drawing 2849-2-62 shows the transducer for steel hulls. Drawing 2849-3-59 shows the
Transducer / Hull Pad assembly.
b) Drawing 2849-2-63 shows the transducer for aluminium hulls. Drawing 2849-3-50 shows
the Transducer / Hull Pad assembly.
c) Drawing 2849-2-64 shows the bronze transducer for wood/GRP hulls. This has additional
length in comparison to the other transducers in order to accommodate the greater thickness
of planking likely in the case of wooden hulls. Drawing 2849-3-51 shows the Transducer /
Hull Pad assembly.
1.2 The 4020 Control Unit

The Control Unit contains two main interface PCBs, the ElectroMagnetic (EM) Log interface
(Transducer Board) and the Microprocessor Unit. In addition, the front panel LCD display,
connected via the separate 4020 calibration keypad, enables access into the microprocessor circuit,
allowing the operator to interact with the system.
The integral Log Speed and Distance display has two arrays of 7-segment LED displays, the top
array of 4 digits and the bottom of 6 digits. The top array is used to indicate speed in Knots. The
lower array is used to display trip distance in Nautical Miles and can be reset. Other push buttons
below the main displays provide for LED illumination control and a LED “lamp test” facility.
“Power” and “Simulator” on/off switches and potentiometer controls for “LCD” illumination and
for setting range of simulated speed are also included.
The free end of the fitted “earth lead”; attached to the right hand end of the gland plate, must be
securely bonded to ship’s ground.

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.
A small filter / connection sub-board is permanently attached to the main transducer board and
provides all necessary connection terminals both for customer usage and also for the internal
power, NMEA 0183 and “reset” connections into the Speed and Distance display microprocessor
circuit. In addition, filters / inductors, for EMI protection, are included on this sub-board to meet
necessary EMC requirements.
Terminal refs 17 to 21 inclusive are used for transducer connections.
Two outputs of 200 pulses per nautical mile are available as two pairs of potential free contact
closures. The first pair is available at term refs 13 and 14, and the second pair at term refs 15 and
16. The board also has two digital serial outputs meeting NMEA 0183 (RS422) standard; version
2.30. The upper right hand NMEA 0183 output (term ref 8: “A” line and term ref 10: “B” line)
connects directly into the Speed and Distance display microprocessor circuit; via an internal cable,
with data line “A” (white core) connecting into CN8 and data line “B” (blue core) connecting into
CN9.
The lower left hand NMEA 0183 output (term ref 5: “A” line and term ref 7: “B” line) is available
for connection to an external listener. The screen of the NMEA cable should be connected to the
grounding sleeve of the cable gland used.
NMEA 0183 output sentences are:- “VHW”, “VLW” and “VBW”. Regarding the “VHW”
sentences,
note that heading is always transmitted as a null field.
Sentences:
$VMVHW,,T,,M,xxx.x,N,,K*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1:2010)
$VMVLW,xxxxx,N,xxxxx.x,N*hh<CR><LF> (NMEA 0183 v2.30 / IEC 61162-1:2000)
$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,,N,xxx.x,K*hh<CR><LF> (NMEA 0183 v4.00 / IEC 61162-1:2010)

NMEA Drivers are SN75176AP. Output drive capability rated at 1 NMEA load of 500 ohms,
providing for a maximum of 2 NMEA listeners (1K0 impedance each) at the single available
output port for connection to other equipment.
24Vdc power is carried from the transducer board terminal ref 4 (+24v) and terminal ref 3 (-ve)
directly to the Speed and Distance display microprocessor board on, respectively, the red and the
black cores of the previously mentioned internal cable. The yellow core of this cable links the
“trip” distance reset line from terminal ref 12 on the transducer board to terminal CN12 of the
Speed and Distance display microprocessor board.
See drawing F-1740 for all connection details to the Transducer Board.
1.2.2 Microprocessor Unit (Microprocessor Board)

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 separately supplied
calibration keypad connects into the front panel LCD display circuit, allowing the operator to
interact with the system.
1.2.3 LCD Control PCB

This board contains the LCD display, together with “power” and “log simulator” on-off switches.
Potentiometer controls for LCD illumination and for setting simulated speed are also included. A
26 way ribbon cable connects into the microprocessor circuit and a 10 ribbon cable connects into
the EM Log Interface. The vacant 10 way socket is for connection of the separately supplied
calibration keypad for set up and calibration purposes.
IMPORTANT: The “log simulator” on-off switch and its associated potentiometer “speed” control
are disabled in normal operation. Internally, a multi-coloured 10 way ribbon cable connects
between the LCD display board and the EM Log Interface (Transducer Board). This normal fit
multi-colour ribbon cable must be disconnected at both ends and the separate grey 10 way ribbon
cable assembly, provided solely for engineer / technician test usage, fitted temporarily in its place
in order to access “simulation” mode via the “log simulator” on-off switch. When simulation
checks have been completed, the grey test cable must be removed, folded and put back in its
retaining clip on the base plate. The multi-colour ribbon cable must be re-connected at both the
LCD board and the Transducer board before the unit is closed and normal operation re-
commences. Return the simulator switch to its normal run position.

1.2.4 The 4020 Speed and Distance Display
The 4020 has a two line LED display driven from the EM Log Interface using digital
communication. Integral control buttons, which allow illumination adjustment, including dimming
to extinction if required, and lamp test facilities are included. A “reset” button for trip distance is
also provided. The LED display circuit incorporates a rear power/microprocessor PCB which plugs
directly into the front LED display board. Terminals on the rear power/microprocessor board
provide for an additional NMEA 0183 output if required. NMEA 0183 connections from this board
are shown on drawing F-1741; data line “A” = CN10, data line “B” = CN11, connect screen to the
Always leave enough slack cable internally when connecting to this NMEA 0183 output to allow
for subsequent opening / closing of the front bezel assembly.
1.3 General Materials Specification:
4020 Log Transducers.

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 only 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].

Option (available if required: see Section 4);
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 equivalent to Lloyds test
specification.
4020 Control Unit.

The enclosure is a 2 piece PU foam moulding consisting of case and bezel, both with internal
RFI coating and with outsides painted black with a textured finish.
Calibration Keypad.
The enclosure used is a black ABS moulding.
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 4020 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
athwartship’s 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.
The multi-point calibration feature of the 4020 will cope however with transducer placement
further aft if this cannot be avoided due to physical constraints.

2.2 Fixed Log Transducers (drawings 2849-3-59, -50, -51)
For STEEL HULLED VESSELS, 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 it’s correct fitting. Having carried out the welding as shown in drawing,
2849-3-59 (or 2849-3-50 for alloy hulled vessels), 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 the ‘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 dot or 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
hull 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 2849-3-51)

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 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. One pair carries 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 vessel’s speed, which can cause problems if
other unrelated a.c. voltages are induced into the cabling and interfere with the signal being
measured. For this reason the transducer cable must be run in a steel pipe up to within a few
centimetres of the Control Unit. 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 earth this pipe to the skin
fitting or the hull adjacent the skin fitting.
2.4 4020 Control Unit.

The control unit is manufactured as a PU moulding with an internal conductive coating to
provide EMC protection. It is intended for either bracket or console mounting at the bridge /
steering position. The unit can be considered as “splashproof” and all cable entries are via
glands. The free end of the externally fitted “earth lead” must be suitably bonded to ship’s
ground in all instances.
The unit is best mounted so that the 50 metres of fitted transducer cable does not require
extending. However, if required, a separate length of transducer cable can be provided. Access
to the unit is necessary for connecting the calibration keypad for initial zeroing and log
calibration purposes. The d.c. supply for the 4020 may either be taken directly into the control
unit using its own on/off switch, or alternatively the unit’s 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. Note that the 4020 hinge arrangement allows for removal of the bezel
assembly from the main casing by sideways movement of the bezel when open. The main casing
can thus be more readily fitted into a console if this method of mounting is preferred.
Disconnect both ribbon cable connectors; CN1 and CN2, at the LCD control panel pcb and the
cable connections at the display uP/PSU pcb before attempting separation. The internal braided
earth strap, connecting the front bezel assembly to the main casing via the lower right hand
fixing screw on the mounting plate would also require disconnection if total separation was
required. If this procedure is carried out, ensure that, when reconnecting the two sections, both
“earth” tags attached under the lower right hand fixing screw make good “electrical” contact
with the mounting plate and hence, effectively, with the internal conductive coating.

2.4.1 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 (min 0.5mm CSA – 1.0mm CSA), is required for 24Vdc power to the
supply terminals on the Transducer PCB in the Control Unit. Screen being taken to the
2 core screened cable (0.5mm CSA), is required for connecting to the 200 ppnm relay contacts
on the Transducer PCB in the Control Unit.
2 core screened cable (0.5mm CSA), is required for connecting to the NMEA 0183 outputs on
the Transducer PCB and on the rear Display PSU / microprocessor PCB in the Control Unit.
Refer to the system block connection diagram F-1734 or 3352-A3-155 as appropriate,
Transducer Board layout drawing F-1740 and Display PSU / microprocessor Board layout
drawing F-1741.
To more easily facilitate wiring up of the 4020 Control Unit, it is recommended that:
1) The gland plate is temporarily removed.
2) At least 15cms of cable cores are exposed when preparing cables. (Excess can be cut off
as necessary later.)
3) Wire up from left to right; i.e. 24v power first, followed by NMEA, 200ppnm and finally
the transducer.
NOTE that the Control Unit must have a good low impedance earth.
The steel pipe, containing the transducer cable, should be bonded at its lower end 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.

2.4.2 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.
2.4.2.1 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.

2.4.2.2 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 manufacturer’s instructions.

2.5 Power supply
Power should be supplied as a nominal 24 volts d.c. Transient suppression is included on the
transducer board and, after passing through the filter, the incoming supply is stabilised down to
15 volts for use with the EM log and 5 volts for the microprocessor circuits. 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 ship’s 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 optional power supply unit is shown on drawing 3389-A3-7.
The 24Vdc output from the transducer board (terminal ref 4: +24v; terminal ref 3: 0v) is
internally connected to the PSU/microprocessor board of the main display on terminals CN6
(+24v [red core]) and CN7 (-ve [black core]) via a separate cable. Note that this cable also
carries the NMEA 0183 data from the transducer board (terminal ref 8: data line “A”; terminal
ref 10: data line “B”) to the display microprocessor circuit on the white core (data line “A”) to
CN8 and blue core (data line “B”) to CN9. The reset line is provided by the yellow core, which
connects from transducer board terminal ref 12 into display PSU/microprocessor terminal
CN12.
Power consumption: 10w (DC). Note: power surge, at switch on, 1.25A max. for 500msec.

2.6 Setting up the 4020
When the 4020 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.
The keypad calibration unit must be connected to the vacant 10 way socket (CN3) on the LCD
control panel PCB inside the control unit. Slide open and remove the cover from the keypad
housing to release the flying ribbon cable and its connector from within this compartment. The
control unit must then be opened, by releasing the two upper securing screws and hinging the
front bezel downwards, to access the inside of the unit. Connect the ribbon cable connector into
socket, CN3, on the LCD control panel PCB. With the ribbon cable laid flat to exit at the L.H.
side of the control unit, carefully hinge the bezel assembly until it almost closes. ENSURE
THAT THE RIBBON CABLE IS NOT TRAPPED UNDER THE BEZEL. In this position the
LCD display can be read whilst operating the keypad at the side of the control unit. If the final
fitted position of the control unit does not allow easy access for connection of the keypad then
temporarily remove the control unit to a position that does allow access.
2.6.1 Switching On and Initialising the 4020

1 SWITCH ON.
The screen in the left hand LCD display will initially show the CPU firmware version
loaded, before reverting to show “P282 LOG” with “NOT CALIBRATED” given below.
This is the normal “run screen” (after calibration would display “P282 LOG” above with
“CALIBRATED” 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 the “Initialisation Menu”, as a 2
line display which will continuously scroll down and repeat the 3 pages of information
as follows: “1. SET PPNM” / “2. CALIBRATE”, then “3. TEST MODE” / “4. RESET”
and then “C. CANCEL”.
2.1 If you want to change the status of the PPNM outputs, press the [1] key. The
LCD will, upon first being accessed, show “DISABLE PPNM…E” with
“CANCEL….C” below. This is because the factory default setting is for the
PPNM outputs to be ENABLED. If you want to disable the 200PPNM outputs,
press the [E] key. The LCD display will show “PPNM OUTPUT” with
“DISABLED” below for a few seconds before reverting to show the normal “run
screen”.
2.2 To re-enable the 200PPNM outputs, from the normal “run screen”, enter the set-
up routine by pressing [0], followed, after the appropriate LCD prompt, by
pressing [2][1][0][6], followed by [E], then, after the “Initialisation Menu” is
displayed, press the [1] key. The display will show “ENABLE PPNM…E” with
“CANCEL….C” below. Press the [E] key. The LCD display will show “PPNM
OUTPUT” with “ENABLED” below for a few seconds before reverting to show
the normal “run screen”.
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 normal “run
screen”. The PPNM OUTPUT status, previously input, will remain unchanged.
3 With the “Initialisation Menu” active, with the LCD 2 line display continuously scrolling
and repeating the information on three consecutive screens as follows: “1. SET PPNM” /
“2. CALIBRATE”, then “3. TEST MODE” / “4. RESET”, then “C. CANCEL”. To
CALIBRATE the 4020, press the [2] key. IMPORTANT: Any “calibration”
procedure must not be activated until the 4020 Log system has been correctly
“zeroed”. Refer to section 2.6.2. for this information.
REFER TO SECTION 2.6.3 FOR FULL DETAILS OF THE TWO
CALIBRATION PROCEDURES AVAILABLE.

4 With the “Initialisation Menu” active, with the LCD 2 line display scrolling and
repeating the information as follows: “1. SET PPNM” / “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] [E] to represent 1.0 knots or [1][0][0] [E] 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 4020, 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, the LCD will show “TEST MODE C-
CANCEL / SPEED XX.X Knots”. The indicated (set) speed will be output as the
relevant field within the “VHW” and “VBW” NMEA0183 v2.3 message, with
the associated “VLW” message (note: total distance transmitted in whole number
nautical miles 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 normal run
screen. The operator may press [0], followed, after the appropriate LCD prompt,
by pressing [2][1][0][6], followed by [E], to re-enter the initialisation menu as
described previously and to access other parameters.
repeating the information; “1. SET PPNM” / “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 MERMORY” 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 normal “run screen”. 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.
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 normal
“run screen”.
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 normal “run screen”.
repeating the information; “1. SET PPNM” / “2. CALIBRATE”, then “3. TEST MODE”
/ “4. RESET”, and then “C. CANCEL”, if the operator does not want to proceed with an
intended initialisation function then, to immediately drop out of the initialisation menu,
press key [C]. The LCD display will immediately change to show the normal “run
screen”.
The inputted information is retained in non volatile RAM. Note that, after successful calibration,
the LCD will show “P282 LOG / CALIBRATED”. The appropriate vessel “speed” and “trip
distance” values will be shown on the main red LED speed display on the P282 4020 control
unit.
WARNING: After satisfactory calibration, if accessing the LCD initialisation 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 4020 SYSTEM.

2.6.2 Zero Control (See also section 2.6.3 Calibration methods).
The Zero potentiometer, VR2, is located on the transducer PCB, within the screened can, in the
Control Unit, (refer to drawing F-1740 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. This function must
be carried out prior to any calibration.
The procedure to “SET ZERO” is performed as part of the overall “CALIBRATION” procedure
and is accessed from the “INITIALISATION MENU”. All calibration runs are performed
AFTER “zero” has been adjusted to read correctly. Refer to section 2.6.3.

2.6.3 Calibrating the 4020 Log Function.
SUMMARY.
NOTE: Once a calibration has taken place the information can only be removed by using
the RESET function within the initialisation menu of the 4020. 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 vessel’s 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. A maximum of 50 calibration
points can be input into the 4020 look-up table. 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 2.0NM) 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. A maximum of 50 calibration points can be input into the 4020
look-up table. It is recommended that at least 3 calibration points are used.
This method of calibration is considered to be the more accurate of the two methods available 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.
BOTH OF THE ABOVE CALIBRATION METHODS CAN ONLY BE USED AFTER THE
4020 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 2.6.2.
IT IS RECOMMENDED THAT, WHICHEVER 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” METHOD, OR DURING ANY
“KNOWN SPEED” CALIBRATION PROCEDURE, IS LESS THAN 0.1 KNOTS.
PROCEDURE.

2.6.3.1 Zero Setting & Calibration using “KNOWN SPEED” Method.
1) Perform Zero Speed Setting first.

From LCD showing initial run screen “P282 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 “Initialisation Menu”.
Press [2], to enter the “Calibrate Menu”.
The 2 line LCD will alternate to show “0. SET ZERO” / “1. KNOWN SPEED”, then “2.
KNOWN DISTANCE” / “C. CANCEL”, etc.
Press [0]. The LCD will show “SPEED XX.X Knots” / “C = 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 2.6.2. When correctly adjusted to zero, press
[C] to cancel operation and exit to the “run screen”. “P282 LOG NOT CALIBRATED”
will be displayed on the LCD with 00.0 Knots being displayed in the main LED Log
indicator section.
If not in still water, switch off unit and 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 2.6.2.
Press [C] to cancel operation and exit to the “run screen”.
At this time the LCD will still show the initial run screen with “P282 LOG NOT
CALIBRATED” being displayed. 00.0 knots will be indicated on the main LED log
display.
Switch off unit, remove link and re-connect transducer wires. Switch unit back on.
“P282 LOG NOT CALIBRATED” will be displayed on the LCD. A small speed value
will, however, be displayed in the main LED log indicator display, indicative of the
movement of water presently passing the face of the log transducer.
2) CALIBRATION can now be performed.

From the “run screen”, “P282 LOG NOT CALIBRATED” being shown, perform key
presses to enter the calibrate menu. 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 “Initialisation Menu”.
Press [2] key, to enter the “Calibrate Menu” (as previously described in section 2.6.1 at
paragraph 3 on page 19).
The LCD will alternate to show “0. SET ZERO” / “1. KNOWN SPEED”, then “2.
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).
Enter the speed, in knots, using the “x10” rule. For example, pressing [1][0][0] [Enter],
would 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 4020 look up table.
Upon pressing [E], the LCD indication will show “CALIBRATION POINT 1
STORED” for a few seconds before reverting to the normal “run screen” with “P282
LOG CALIBRATED” being shown. Other additional calibration points may now be
added to the 4020 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. “CALIBRATION POINT 2 STORED” will be indicated for a
few seconds before reverting to the normal run screen. Note that, after the initial
“calibration point 1” has been stored in the 4020 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. “ERROR CAL
POINT NOT STORED” will be displayed and the LCD screen will revert to the
KNOWN SPEED “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. A maximum of 50
calibration points can be stored.
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 revert to again show the “ENTER SPEED (x 10)” prompt to repeat
the procedure.
6) If it is decided to cancel the “known speed” calibration after keying a “known speed”
value, then, provided that the value has not been entered, press key [C]. The LCD will
revert to show the normal “run screen”.
Three 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 (1) at the top speed of the vessel, (2) at an intermediate speed and (3) at a lower
speed (minimum 5 knots) would be the minimum recommended for storing in the look-up table
of the 4020. 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 the more calibration points to produce the best
operational results.
It is important that calibration log speeds chosen are not too close to each other.

PROCEDURE.
2.6.3.2 Zero Setting & Calibration using “KNOWN DISTANCE” Method.
1) Perform Zero Speed Setting first.

From LCD showing initial run screen “P282 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 “Initialisation Menu”.
Press [2], to enter the “Calibrate Menu”.
The 2 line LCD will alternate to show “0. SET ZERO” / “1. KNOWN SPEED”, then “2.
Press [0]. The LCD will show “SPEED XX.X Knots” / “C = 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 2.6.2. When correctly adjusted to zero, press
[C] to cancel operation and exit to the “run screen”. “P282 LOG NOT CALIBRATED”
will be displayed on the LCD with 00.0 Knots being displayed in the main LED Log
indicator section.
If not in still water, switch off unit and 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 2.6.2.
Press [C] to cancel operation and exit to the “run screen”.
At this time the LCD will still show the initial run screen with “P282 LOG NOT
CALIBRATED” being displayed. 00.0 knots will be indicated on the main LED log
display.
Switch off unit, remove link and re-connect transducer wires. Switch unit back on.
“P282 LOG NOT CALIBRATED” will be displayed on the LCD. A small speed value
will, however, be displayed in the main LED log indicator display, indicative of the
movement of water presently passing the face of the log transducer.

2) CALIBRATION can now be performed.
From the “run screen”, “P282 LOG NOT CALIBRATED” being shown, repeat key
presses to enter the calibrate menu. 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 “Initialisation Menu”.
Press [2] key, to enter the “Calibrate Menu” (as previously described in section 2.6.1 at
paragraph 3 on page 19).
The LCD will alternate to show “0. SET ZERO” / “1. KNOWN SPEED”, then “2.
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 2.0NM 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)” 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 revert back from the “ENTER DIST NMx10” / “E = EN B = RPT
C = CAN” screen to the initial “run screen”, showing “P282 LOG NOT
CALIBRATED”.

4) Provided that the entered input distance is within the accepted limits given in 3), the
LCD will display “A = START RUN 1” / “C = 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 [A] at the very start of the measured distance; i.e., 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” / “B =
ABORT” / “C TO CANCEL”.
6) Press key [E] at the very end of the RUN 1 measured distance; i.e., 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 “A = START RUN 2” / “C = 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 [A] at the very start of the reciprocal “RUN 2” (i.e., as the vessel passes the
measured distance “start” shore marker). The LCD will show “E = STOP RUN 2” / “B
= ABORT” / “C = CANCEL”. The system will again immediately begin taking readings
of the sensed transducer voltage once every second.
9) Press key [E] at the very end of the RUN 2 measured distance; i.e., 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 “CALIB POINT 1 STORED” for a few
seconds before reverting to the normal run screen with “P282 LOG CALIBRATED”
now being shown. Other additional calibration runs may now be performed to add

further calibration points into the 4020 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 “P282 LOG CALIBRATED” run screen, repeat the keying instructions given
above from 2) through to 9) to store a second calibration point at this new speed. In total,
a maximum of 50 calibration points can be stored.
Note that, at any time during a calibration procedure, if it is deemed necessary to “ABORT” the
calibration run being performed, press the [B] key.
In the case of a “RUN 1” calibration being aborted, the LCD will revert back to the “ENTER
DIST NMx10” screen, ready for the “known distance” to be keyed in and entered once 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 “A 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 normal “run” screen. NOTE: any calibration points
previously “stored” from completed calibration runs will remain in the “look-up” table.
In total, a maximum of 50 calibration points can be stored. Three 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 (1) at the top
speed of the vessel, (2) at an intermediate speed and (3) at a lower speed (minimum 5 knots)
would be the minimum recommended for storing in the look-up table of the 4020. 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 the more calibration points to produce the best
operational results.
It is important that calibration log speeds chosen are not too close to each other.
2.7 Test facility

The 4020 has a built in log simulator. In “normal” operation the “log simulator” on-off switch
(located below the power switch) and its associated potentiometer “speed” control are disabled.
Internally, a multi-coloured 10 way ribbon cable connects between the LCD display board and
the EM Log Interface (Transducer Board). This normal fit multi-colour ribbon cable must be
disconnected at both ends and the separate grey 10 way ribbon cable assembly, provided solely
for engineer / technician test usage, fitted temporarily in its place in order to access the
“simulation” mode via the “log simulator” on-off switch.
When in simulator mode, the log will respond to the dial next to the simulator switch, so that the
4020 can be set to a fixed speed reading to check certain outputs, such as the 200 pulses per
nautical mile. The same facility can also be achieved by means of the keypad, while in the
Initialising routine. In this option 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.
When any simulation checks have been completed, the grey test cable must be removed, folded
and put back in its retaining clip on the base plate. The multi-colour ribbon cable must then be
re-connected at both the LCD board and the Transducer board before the control unit is
closed and normal operation re-commences. This ensures that any possibility of false
navigational readings, due to any accidental operation of the simulator switch, are
eliminated. Return the simulator switch to its normal run position.

3 OPERATION
3.1 Control unit

This is the main unit of the 4020 where all the information is collected and processed.
3.1.1 The operating environment
The 4020 is a basic speed log system, for use in marine applications. There is a range of inputs
and outputs. The diagram below shows how the system interacts with the environment.
LCD
Keypad Display LED
EM
Log
Log
Display
Transdr
Walker
4020
Speed Log Other
NMEA
Listeners
Power
Supply 200
ppNM
Devices
Inputs are in various forms.

• The Electromagnetic log produces a voltage proportional to the rate at which water flows through
the magnetic field produced by the transducer, the excitation of which is supplied by the 4020
Control unit.
• User “initialisation” and “calibration” control is achieved by means of a separate 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 Walker
“P1010” PSU. (See Section 5)
• A “push button” reset for trip distance is incorporated into the 4020 log control unit.
The system is designed to give the following outputs:

• Visual display of log speed and distance travelled through the water by means of the fitted
LED’s in the 4020 control unit.
• NMEA 0183 serial data for log speed and distance travelled through the water. This is
produced in RS 422 form and sentences available are “VHW”, “VBW” and “VLW”. In the
case of the former the heading is always transmitted as a null field.
• 200 pulses per nautical mile, on potential free relay contacts.
• Visual display to the user on a 16 character by 2 lines LCD display, for initialisation and
calibration purposes. Note that the LCD display still operates with the keypad disconnected.
3.1.2 Normal Operation

The user initialises and calibrates the 4020 by means of the keypad (see drawing 3335-2-6),
which interfaces with the processor. Whilst there are 16 options available from this keypad, one
per key, only 5 options are active on the 4020 log system. The options are;
Key Function
[0] Setup Options (inc calibration). Available after entering “PIN” number.
[1] Display Ship Speed on LCD *
[2]
[3]
[4]
[5]
[6]
[7]
[8] Display Trip Distance on LCD *
[9] Display Total Distance on LCD *
[A]
[B] Display System Up Time on LCD *. Shown in hours (max 6 digits) / minutes.
[C]
[D]
[E]
[F]
The majority of the keys only perform a simple switching task, changing what can be displayed
on the LCD. Note too, that the four individual readings *, available for display on the LCD, are
only present for some 3 seconds, after pressing the appropriate button on the attached keypad.
After this time the LCD will revert to show the normal run screen. 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 “Initialisation Menu”, shown on the LCD, allow the operator to set
up the configuration of the 4020 and generate the calibration table used to calculate the speed of
the ship. The Setup routine / Initialisation Menu is protected by a PIN number, so that only those
who are authorised to do so can alter the 4020 setup. Refer to section 2.6 and flow charts for full
information.
Once the system has been initialised and calibrated, it should not be necessary to use this routine
again, except for any board changes, which require that the setup or calibration information be
updated. Disconnect the calibration keypad ribbon cable from the 10 way connector on the LCD
PCB assembly and close and screw down the 4020 bezel. Roll the ribbon cable up and secure
inside the compartment in the calibration keypad housing. Keep safe for future use.
The intensity of the LEDs can be altered, including dimming to extinction, to preserve night
vision, by means of the up [∧] and down [∨] arrow buttons. Do not press both buttons
simultaneously as this will cause the trip distance display to blank and the log speed display to
permanently read 0.0. No “trip” (or “total”) distance mileage would be lost if the illumination
buttons were inadvertently pressed in the above manner.
The unit also features a lamp test [L/T] facility and a “trip” distance reset button [R]. This “trip”
distance reset facility is only available at the main 4020 control unit display.
“Power” and “log simulator” on-off switches are included, the latter being available as a
diagnostic and/or setup tool. Potentiometer controls for LCD illumination and for setting
simulated speed are also included.
The control unit has a splash proof overlay but is not watertight. As a general guide only,
the 4020 control unit is considered to have an IP53 ingress protection rating. The unit must
only be fitted, however, in a position that is protected from the weather; it must never be fitted
in a position where exposure to the elements and to the extremes of rain, sea spray and light
breaking seas, are possible.

3.2. Optional Log Data Display (P1248)
Refer to separate P1248 Data Sheet for full information.
Note that the “Trip” distance reset facility is only available at the main 4020 control unit.

4 TRANSDUCERS WITH SEAVALVE. (OPTION)
Two versions of the skin fitting with seavalve are available. One for steel hulls and the other for
wood/GRP hulls.
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 is mounted to the top of the skin fitting. The transducer is removable with
the vessel afloat (see drawing 2905/2/2-2).
4.1 Skin fitting with seavalve for steel hulls (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 hull pad must be painted with a smooth anti-fouling paint
(non conductive) both to protect against corrosion and to ensure a clean surface over which the
water will flow.
To the top of the valve is bolted a brass flange containing an "O" ring seal. 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 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 it's 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 & 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 (Item 8/9) 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 top of the pillars before the
face of the transducer makes contact with the valve gate.
DO NOT ALLOW ANY GREASE 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 top 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 it's bottom face will prevent the transducer being fully entered into the valve chamber.
4.2 Skin fitting with seavalve for wood/GRP hulls (2905/2/2-2)
The valve is bolted through the hull to a bronze fairing block by means of studs provided. To the
top of the valve is bolted a brass flange containing two "O" ring seals for the transducer. 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 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: Hull may need localised strengthening at and around position of seavalved skin
fitting. This is more likely to be required in the case of GRP hulls and installer must take note of
GRP thickness at the position concerned. Weights involved are:
Transducer : 11.3 Kg [includes 50 metre 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 burrs 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 & 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 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 with the knowledge that when wound down to the stop provided
by these nuts, the lower face of the transducer will be flush with the outer face of the fairing block.

INITIAL SETTING OF THE TWO NUTS 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 top 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.

5 POWER SUPPLY UNIT: (OPTION) for 4020 Systems using 110/120Vac or 220/240Vac
supply.
A separate Power supply unit; P1010, for 110/120Vac or 220/240Vac supply is available. Refer
to P1010 Data Sheet for full information.
For Systems using the Walker P1010 Power Supply Unit, any reference in the text of this
handbook relating to “24Vdc supply” is to be read as the specific 24Vdc supply produced within
the Power Supply Unit and fed to the Control Unit and any Log Data Display/s that may be
fitted.
A separate ON/OFF switch should be used in the installation to isolate the Power Supply Unit.
See drawing 3389-A3-7 for outline of PSU and drawing 3389-A3-8 for PSU connection details.

6 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.
6.1 Transducers
6.1.1 Sea-Valved Transducers (Option)
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 6.1.3 prove that the transducer is satisfactory and the 7070 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 2.2 (also 4.1 if applicable to the system concerned) and
6.1.3.3.
6.1.2 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 (also 4.1 if applicable to the system concerned) and 6.1.3.3.

6.1.3 EM Log Transducer checks
6.1.3.1 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.
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.

6.1.3.1 Checking EM Log Transducer installation with vessel in drydock: continued
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.
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:
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

6.1.3.1 Checking EM Log Transducer installation with vessel in drydock: continued
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 6.1.3.3 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.

6.1.3.2 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.]

6.1.3.2 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:
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 6.1.3.1, as per notes 5) to 8)
inclusive, rather than as outlined in Section 6.1.3.2, as per note 2) above.

6.1.3.3 General Notes:
IT IS ESSENTIAL THAT THE 4020 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 4020 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.

6.1.3.4 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 6.1.3.1 and 6.1.3.2, 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 Control Unit (P282).
Refer to the layout drawing of the Transducer PCB; F-1740.
“Transducer” terminals concerned are as follows:
Terminal ref 17: “Brown” / Terminal ref 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 6.1.3.3 have been covered, then the transducer checks outlined in 6.1.3.1 or 6.1.3.2 (as
appropriate) must be carried out.

6.2 4020 Control Unit: P282
6.2.1 Maintenance
There are no user-serviceable parts requiring routine maintenance.
6.2.2 Fault Finding
When carrying out fault finding, personnel involved must take full ESD (electrostatic
Any loss, or interruption, of the internally generated serial data will cause the displayed readings to
flash continuously. The flashing figures will be those read and displayed from the last valid
message/s received.
Check all appropriate connections at the internal terminal blocks on the rear psu/connector board
associated with the log display. If the problem is found to be a loose input NMEA 0183
connection, re-connect the cable core concerned. Incoming data will be restored to the unit and
after receipt of the next valid message the flashing will stop and stable displayed readings will be
shown.
If the appropriate messages are being transmitted from the transducer board and received at the
rear psu/connector board of the display unit, the fault must lie within the Log Data Display section
itself. In such instances, contact the equipment supplier for further advice.
Refer to section 6.1.3.4 for information on checking the transducer coil drive voltage produced on
the transducer PCB within the control unit.
The P282 Control unit microprocessor board has a series of seven LEDs fitted for customer
confidence and diagnostic purposes. Refer to drawing 3390-A3-4. Five of these LEDs are directly
applicable to the working of the PCB as it used in the P282, 4020 Control Unit. The LEDs on the
microprocessor board can be viewed by removing the rear access plate of the control unit. This
involves the removal of the four fixing screws and associated lock-washers holding the plate /
EMC gasket in position. The seven LEDs are positioned in-line vertically at the right hand side of
the exposed microprocessor board.

The outermost Green LED (D10), tagged “+3V3 OK”, is permanently lit to indicate that the +3.3v
power rail is operative.
The adjacent Green LED (D5), tagged “+5v OK”, is permanently lit to indicate that the +5v power
rail is operative too.
Next, the Blue LED (D1), tagged “HEARTBEAT”, will flash rapidly to indicate that the CPU is
running.
Next, the Green LED (D4), tagged “NMEA”, should flash constantly at 1Hz to indicate that
appropriate NMEA 0183 serial data is being output.
A further Blue LED (D7) tagged “PPNM1” flashes in synchronisation with the 200 pulses per
nautical mile produced as the vessel moves ahead through the water. Note that this LED will only
be operative in the manner described if the 200ppnm outputs are “enabled” and the vessel is
making headway through the water. If the vessel is stationary, then LED D7 will be either
permanently on (lit) or permanently off (unlit); dependent upon the “state” of the relay concerned.
Whenever checking the availability of 200ppnm pulses; ensure that the vessel is making headway
or, if using the internal simulator, ensure that a forward speed is being produced.
LED D6, tagged “PPNM2” and LED D9, tagged “PPNM3” are not used.

6.3 Log Data Display: P1248 (Option)
6.3.1 Maintenance
There are no user-serviceable parts requiring routine maintenance.
6.3.2 Fault Finding
When carrying out fault finding, personnel involved must take full ESD (electrostatic
Check availability of 24Vdc power to the unit.
Any loss, or interruption, of input serial data will cause the associated displays to revert to show
“dashes” as per the information provided in the “Display Mode” sections of the P1248 data sheet.
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 the connected 4020 control unit for satisfactory NMEA
0183 data transmission.
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 the 4020 control unit is transmitting correct serial data and if connections at both the 4020 and
the P1248 units are satisfactory, then continuity of the serial data transmission cable, from the
4020, must be checked.
If the fault is found, or suspected, to be within the P1248 log data display itself, contact the
equipment supplier for further advice.

DRAWING No. SHEET 1 of 1 PROJECTION
3335-1-8
1
KEY FUNCTION
0 SETUP OPTIONS
2
DISPLAY SHIP SPEED ON LCD
1
2
3
3 4
5
6
7
4
8 DISPLAY TRIP DISTANCE ON LCD
DISPLAY TOTAL DISTANCE ON LCD

9
A
DISPLAY SYSTEM UP TIME ON LCD
5 B
C
D
E
6
F
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 4020 RJA
INFORMATION WHICH MUST NOT BE USED FOR ANY
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT MATERIAL CHECKED BY
30/05/01
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 NTS
DIMENSIONS IN PATH 3335-1-8
9 BIRMINGHAM, B5 7HR, ENGLAND
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3335-2-10 326.0
1 125.0 28.0
WALKER
4020 LOG
2
KNOTS
OFF ON
202.0
NAUTICAL MILES
ILLUM POWER
SPEED OFF ON
265.0
R L/ T
LOG SIMULATOR
3 THOMAS WALKER & SON LTD., BIRMINGHAM ENGLAND
4 FITTED "EARTH" LEAD

(FREE END TO BE
BONDED TO SHIP'S 45.0
GROUND) MTG. CTRS. 250.0 MOUNTING CENTRES
380.0
306.0
5
260.0
MTG. CTRS.
PANEL CUT-OUT
181.0
DIMENSIONS
189.0 MYG. CTRS.

7
CORNERS TO BE SQUARE
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 11/11/99 INFORMATION WHICH MUST NOT BE USED FOR ANY A.RICHARDSON OUTLINE: 4020 CONTROL UNIT
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT
11/11/99
MATERIAL CHECKED BY + PANEL MOUNTING DETAILS.
2 15/05/01 DO/WM/00378 TO BE COPIED OR USED FOR THE PURPOSE OF
3 13/12/06 NCR 06/1146 MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
(INCORPORATING THOMAS WALKER & SON LTD)
mm
3335-2-7
MICROPROCESSOR PCB ASSEMBLY

2
TRANSDUCER PCB ASSEMBLY.
NOTE: MICROPROCESSOR PCB IS LOCATED
MOUNTING PLATE
UNDERNEATH THE MOUNTING PLATE.
TRANSDUCER PCB ASSEMBLY

3
4 REAR
COVER
5
DISPLAY PSU /
MICROPROCESSOR PCB
LCD CONTROL
LED DISPLAY PCB
PCB
NOTE: EARTH LEAD AND INTERNAL RIBBON

CABLES NOT SHOWN.
7
MOUNTING BRACKET
1 29-05-01 INFORMATION WHICH MUST NOT BE USED FOR ANY RJA
29-05-01 BASIC ASSEMBLY
2 08/06/07 Part of P07L077 TO BE COPIED OR USED FOR THE PURPOSE OF 4020 CONTROL UNIT
37-41 BISSELL STREET NOT TO SCALE
N/A
DRAWING No. SHEET 1 OF 1 PROJECTION
3390-A3-4
1
TITLE
8 4020 (P282) RJA
1 29/03/07 INFORMATION WHICH MUST NOT BE USED FOR ANY LAYOUT OF COMPONENTS
29-03-07
MATERIAL CHECKED BY 4020 uP PCB
2 10/04/07 P07L077v1.1 TO BE COPIED OR USED FOR THE PURPOSE OF
3 31/07/07 P07L077v1.2 MANUFACTURE WITHOUT OUR AUTHORITY IN WRITING.
JOHN LILLEY & GILLIE LTD TOLERANCE FINISH SCALE DRAWING No. SHEET 1 OF 1
37-41 BISSELL STREET
DIMENSIONS IN PATH 3390-A3-4
F1820
1
F1472
C1 ISSUE 3
R6
VR1
LD1
SW1
VR3
4 CN1
1
D1
5 SW2
RLY1
6
VR2
(C)2004 John Lilley and Gillie Ltd.

SP1 CN3
CN2
1
FRONT ELEVATION REAR ELEVATION
1 1/9/03 INFORMATION WHICH MUST NOT BE USED FOR ANY 4020 (P282) AMT
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT 1/9/03 LCD CONTROL PANEL
MATERIAL CHECKED BY
2 4/11/04 TO BE COPIED OR USED FOR THE PURPOSE OF PCB ASSEMBLY
DIMENSIONS IN PATH F1820
mm
IMPORTANT
REFER TO TRANSDUCER POSITIONING
INFORMATION IN 4020 HANDBOOK PAGE 10
PLATE 17
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.
(INCORPORATING THOMAS WALKER & SON LTD) - -
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
VALID VALID VALID VALID
5
24vDC
24vDC
DATA DATA DATA DATA
A B + 0v A B A B A B A B + 0v
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
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 2 OF 2
JOHN LILLEY & GILLIE LTD DRAWING No.
(INCORPORATING THOMAS WALKER & SON LTD) - -
9 BIRMINGHAM, B5 7HR, ENGLAND DIMENSIONS IN CAD : \PATH\FILENAME 3419-A3-10
- R:\NEW INDEX
138.0 +1.0
138.0 +1.0
SQUARE CORNERS REQUIRED
3389-A3-7
1
128 200
120 160.0 CRS
4
200
220.0 CRS
4 x FIXING HOLES Ø8.2
1 26-03-07 P05L067 INFORMATION WHICH MUST NOT BE USED FOR ANY RJA OUTLINE OF P1010
26-03-07
MATERIAL CHECKED BY POWER SUPPLY UNIT
2 09-08-07 P05L067 Mk2 TO BE COPIED OR USED FOR THE PURPOSE OF
37-41 BISSELL STREET .8XP
mm
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
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT MATERIAL
23/02/06
CHECKED BY ASSEMBLY - STEEL HULL
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
PURPOSE OTHER THAN WHICH IT IS SUPPLIED. IT IS NOT MATERIAL
23/02/06
CHECKED BY ASSEMBLY - STEEL HULL
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
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3389-A3-8
1
J4 = 24vDC OUTPUT CONNECTOR

24v = +24v (RED)
0v = 0v (BLACK)
4 SCREEN = BODY OF GLAND
J2 = 24vDC OUTPUT CONNECTOR J3 = AC INPUT CONNECTOR

24v = +24v (RED) L = LINE (BROWN)
0v = 0v (BLACK) N = NEUTRAL (BLUE)
SCREEN = BODY OF GLAND = PRIMARY EARTH (GRN/YELL)
5
NOTE:
CHECK ALL CONNECTIONS

BEFORE LOCKING TERMINALS
6 IN POSITION.
REFER TO P1010 DATA SHEET

FOR FULL CONNECTION
INFORMATION.
7 DO NOT APPLY POWER 24vDC OUT 24vDC OUT AC POWER IN

UNTIL LID IS FITTED.
PLAN VIEW WITH LID REMOVED

2 x 24vDC OUTPUT OPTION
1 26-03-07 P05L067 INFORMATION WHICH MUST NOT BE USED FOR ANY RJA CONNECTION DIAGRAM
26-03-07
2 14-08-07 P05L067 Mk2 P1010 PSU
TO BE COPIED OR USED FOR THE PURPOSE OF
3389-A3-8
1
J1 = 24vDC AUXILIARY INPUT

CONNECTOR
24v = +24v (RED)
3 0v = 0v (BLACK)
SCREEN = BODY OF GLAND
J4 = 24vDC OUTPUT CONNECTOR

24v = +24v (RED)
0v = 0v (BLACK)
4 SCREEN = BODY OF GLAND
J2 = 24vDC OUTPUT CONNECTOR J3 = AC INPUT CONNECTOR

24v = +24v (RED) L = LINE (BROWN)
0v = 0v (BLACK) N = NEUTRAL (BLUE)
SCREEN = BODY OF GLAND = PRIMARY EARTH (GRN/YELL)
5
NOTE:
CHECK ALL CONNECTIONS

BEFORE LOCKING TERMINALS
6 IN POSITION.
REFER TO P1010 DATA SHEET

FOR FULL CONNECTION
INFORMATION.
7 DO NOT APPLY POWER 24vDC OUT AUXILIARY 24vDC IN AC POWER IN

UNTIL LID IS FITTED.
PLAN VIEW WITH LID REMOVED

AUXILIARY INPUT OPTION
1 26-03-07 P05L067 INFORMATION WHICH MUST NOT BE USED FOR ANY RJA CONNECTION DIAGRAM
26-03-07
MATERIAL CHECKED BY P1010 PSU
2 14-08-07 P05L067 Mk2 TO BE COPIED OR USED FOR THE PURPOSE OF
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 [A] PRESS [E]
REF: 2.6.3.2 Paras.2, 3 & 4 REF: 2.6.3.2 Para.7
REF: 2.6.3.2 Para.5 REF: 2.6.3.2 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 [A]
REF: 2.6.3.2 Para.9
REF: 2.6.3.2 Para.8
NOTES:
1. "ZERO" MUST ALREADY HAVE BEEN SET IN ACCORDANCE WITH SECTION 2.6.2 / 2.6.3.2 Para.1 OF THE 4020 HANDBOOK.
2. WITH THE LCD SHOWING THE INITIALISATION 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.
NOTE: FOR 7070 LOG ONLY HANDBOOK
REFERENCES: 2.8.3.1 REFS APPLY TO ALL
REDUCE ENGINE
STATED 2.6.3.1 (4020 HBK) REFS.
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: 2.6.3.1 Para.2 REF: 2.6.3.1 Para.3
ENTER "KNOWN" ENTER SLOWER
MAX SPEED (x10 "KNOWN" SPEED
RULE APPLIES) (x10 RULE APPLIES)
AND PRESS [E] AND PRESS [E]
REF: 2.6.3.1 Para.2 REF: 2.6.3.1 Para.3
A n° B C D
NOTES:
1. "ZERO" MUST ALREADY HAVE BEEN SET IN ACCORDANCE WITH SECTION 2.6.2 / 2.6.3.1 Para.1 OF THE 4020 HANDBOOK.
2. WITH THE LCD SHOWING THE INITIALISATION 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. ADDITIONAL CALIBRATION RUNS AT OTHER SPEEDS (DIFFERENT ENGINE REVS) MAY BE PERFORMED AS NECESSARY FOR
THE TYPE AND SPEED RANGE OF THE VESSEL CONCERNED.
6. REFER TO HANDBOOK FOR FULL "KNOWN SPEED" CALIBRATION 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

OPERATION & INSTALLATION

SOFTWARE VERSION:- V2.06.XX

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

DOCUMENT LOCATION: Handbooks\Release\Current\4020\4020Hbk-Iss 4 Rev 2\

Document No. 4020Hbk-Iss 4 Rev 2

1.2 The Control Unit 5

1.3 General Materials specification 8

Document No. 4020Hbk-Iss 4 Rev 2 Page 1

5 Power Supply Unit (Option) 44

7 Drawings Drg. No.

Document No. 4020Hbk-Iss 4 Rev 2 Page 2

Document No. 4020Hbk-Iss 4 Rev 2 Page 3

Document No. 4020Hbk-Iss 4 Rev 2 Page 4

1.1.1 Fixed Type Transducers

1.2 The 4020 Control Unit

Document No. 4020Hbk-Iss 4 Rev 2 Page 5

Document No. 4020Hbk-Iss 4 Rev 2 Page 6

1.2.2 Microprocessor Unit (Microprocessor Board)

1.2.3 LCD Control PCB

Document No. 4020Hbk-Iss 4 Rev 2 Page 7

1.3 General Materials Specification:

4020 Log Transducers.

Document No. 4020Hbk-Iss 4 Rev 2 Page 8

For steel hulls:-

For wood/fibreglass hulls:-

4020 Control Unit.

1.7 Applicable Standards

Document No. 4020Hbk-Iss 4 Rev 2 Page 9

2.1 All Log Transducers

Document No. 4020Hbk-Iss 4 Rev 2 Page 10

Document No. 4020Hbk-Iss 4 Rev 2 Page 11

Wood/fibreglass Hulls (drawing 2849-3-51)

2.3 Log Transducer and cabling

Document No. 4020Hbk-Iss 4 Rev 2 Page 12

2.4 4020 Control Unit.

Document No. 4020Hbk-Iss 4 Rev 2 Page 13

Document No. 4020Hbk-Iss 4 Rev 2 Page 14

Document No. 4020Hbk-Iss 4 Rev 2 Page 15

2.4.2.1 Cable classes.

Document No. 4020Hbk-Iss 4 Rev 2 Page 16

CLASS 1 CLASS 2 CLASS 3 CLASS 4

PEC (parallel earth conductor) e.g. cable tray

Document No. 4020Hbk-Iss 4 Rev 2 Page 17

Document No. 4020Hbk-Iss 4 Rev 2 Page 18

2.6.1 Switching On and Initialising the 4020

Document No. 4020Hbk-Iss 4 Rev 2 Page 19

Document No. 4020Hbk-Iss 4 Rev 2 Page 20

Document No. 4020Hbk-Iss 4 Rev 2 Page 21

WARNING: After satisfactory calibration, if accessing the LCD initialisation menu

Document No. 4020Hbk-Iss 4 Rev 2 Page 22

Document No. 4020Hbk-Iss 4 Rev 2 Page 23

Document No. 4020Hbk-Iss 4 Rev 2 Page 24

IT IS RECOMMENDED THAT, WHICHEVER CALIBRATION METHOD IS USED, THE

Document No. 4020Hbk-Iss 4 Rev 2 Page 25

2.6.3.1 Zero Setting & Calibration using “KNOWN SPEED” Method.

1) Perform Zero Speed Setting first.

2) CALIBRATION can now be performed.

Document No. 4020Hbk-Iss 4 Rev 2 Page 26

Document No. 4020Hbk-Iss 4 Rev 2 Page 27

Document No. 4020Hbk-Iss 4 Rev 2 Page 28

Document No. 4020Hbk-Iss 4 Rev 2 Page 29