AUTOMATIC STEERING. 59 
ate counter helm. This counter helm is quick and strong for a sharp swing, but gentle and 
slow for an easy swing, and, in each case, dies out to zero as the boat returns to its course. 
Furthermore, and of utmost importance, is the fact that the base line always lies in the course 
made good, and the boat’s axis can and does automatically take up various angles with this 
line in order that the course made good may not be disturbed by the variable action of wind, 
sea or propeller throw. 
For the automatic steering of ships, it will be necessary to relay the side resistance of 
the line through an electric motor to the actuating member of the power steering gear. This 
has been worked out in a practical manner but has not yet been tested. The plan shows the 
line passing between two pilot switches which are wired to a reversing contactor controller. 
A motor geared to a slow rectilinear motion is magnetically attached to the tilting box if hy- 
draulic, or the throttle valve if steam steering gear is used. 
A follow-up rod from the rudder stock moves the inboard end of the wire to counteract 
excess helm and to make the automatic adjustment against drift. 
When the ship’s axis has been placed on the compass course, necessary to make good the 
desired course as indicated by the draft angle registered by the towed line, the quartermaster 
closses the switch which puts the motor in charge of the steering through its magnetic con- 
nection. Thereafter, any deviation of progress from the base line sets up a proportionate 
countering helm. The axis of the ship is not locked to any fixed course as is the case with 
the gyro system. After a greater or less period, the compass will show an accumulated 
error and the quartermaster will open the switch, steer by hand to correct the course, then 
close the switch again. A necessary change of course would be carried out in the same 
manner except that it will be necessary to steer by hand for at least four minutes in order 
that the drag may have time to come into the new wake. 
The motor, while in change of steering, will cause the pilot wheel to rotate through the 
reverse action of the telemotor, thus indicating that the automatic system is working and 
showing the frequency and extent of the helm movements. 
It is to be noted that the gyro system, by means of a compass, holds the ship’s axis to 
some course that is manually adjusted by estimation from time to time, so as to make good 
the desired course; while the wake system works solely to the course being made good as 
indicated by the wake, and allows the ship’s axis to take automatically whatever headings 
are necessary to prevent deviations. 
I have a few slides that I would like to show. 
Plate 8 is an actual record made on the motor ship Missourian, the degrees of variation 
from the course at this side of the slide, the effect on the projected beam of the ship on that 
side (indicating), adding 8 feet to the projected beam for every degree of yaw. 
Plate 9 is a scale drawing of the prism which is displaced in the sea by a ship yawing 2.5 
degrees in each direction. This is taken from actual records. This represents a time of one 
minute, or 2.5 ship length. A speed line can be drawn in which will show a corresponding 
dip with each one of these yaws. 
Plate 10 shows the total angle of rudder used by various quartermasters during one 
day, together with their maximum angle used. 
Plate 11 shows the application of wake steering to a small boat, and shows the line fas- 
tened to the deck and passed through a clamp on the tiller. After adjusting the boat to the 
‘desired course, the clamp is closed down on the string. A shadow cast by a vertical member 
here on a scale shows that the boat is holding to its course within one-half degree, and shows 
the variations under variable wind conditions. 
