Magnetic Compass

Introduction:
The magnetic compass is the most primal and basic instruments used by the pilot to determine or verify
aircraft heading

The instrument operations on the principles of magnetism

Construction of the magnetic compass is relatively universal, but comes with some errors

Some of these errors include the various display methods to include the vertical card magnetic compass

More complex iterations, such as the flux-gate compass system, can compensate for some of these
errors

Regulations govern the standards of use, while preflight actions validate instrument efficacy

Additionally, measures such as compass swings ensure performance parameters

Magnetism Overview:
The Earth is a huge magnet with lines of flux which make its magnetic field

These lines extend from the poles around the Earth [Figure 1]
Characteristics:
Any magnet that is free to rotate (such as an aircraft's magnetic compass) will align with the poles

A magnet, typically made of iron, attracts and holds lines of flux

Magnets have a north and a South Pole

Opposite poles attract, while similar poles repel

Magnetic Compass Construction:

A compass is a simple magnetic bar suspended in fluid

The float and card assembly has a hardened steel pivot in its center that rides inside a special, spring-
loaded, hard-glass jewel cup

The magnets align with the Earth's magnetic field, and the pilot reads the direction on the scale opposite
the lubber line

When the pilot is flying North as the compass shows, East is to the pilot's right, but on the card "33",
which represents 330° (West of North), is to the right of North

The reason for this apparent backward graduation is that the card remains stationary, and the compass
housing and the pilot turn around it, always viewing the card from its backside
A compensator assembly mounted on the top or bottom of the compass allows an aviation maintenance
technician (AMT) to create a magnetic field inside the compass housing that cancels the influence of
local outside magnetic fields

The compensator corrects for deviation error

The compensator assembly has two shafts whose ends have screwdriver slots accessible from the front
of the compass

Each shaft rotates one or two small compensating magnets

The end of one shaft is marked E-W, and its magnets affect the compass when the aircraft points East or
West

The other shaft is marked N-S, and its magnets affect the compass when the aircraft points North or
South

An aircraft magnetic compass has two small magnets attached to a metal float sealed inside a bowl of
clear compass fluid

The compass housing is full of compass fluid, similar to kerosene, to avoid freezing at lower
temperatures/higher altitudes

The buoyancy of the float takes weight off the pivot, and the fluid damps the oscillation of the float and
card

This jewel-and-pivot type mounting allows the float the freedom to rotate and tilt up to approximately
18° angle of bank 45° pitch up/down

At steeper bank angles, the compass indications are erratic and unpredictable

The rear of the compass case is sealed with a flexible diaphragm or with a metal bellow in some
compasses to prevent damage or leakage when the fluid expands and contracts with temperature
changes

The magnetic compass is a reliable, self-contained unit requiring no external power source

It is extremely useful as a standby or emergency instrument

A graduated scale, called a card, is wrapped around the float and viewed through a glass window with a
lubber line across it

The card is marked with letters representing the cardinal directions, North, East, South, and West, and a
number for each 30° between these letters

The final "0" is omitted from these directions; for example, 3 = 30°, 6 = 60°, and 33 = 330°

There are long and short graduation marks between the letters and numbers, with each long mark
representing 10° and each short mark representing 5°
Magnetic Compass Errors:
The magnetic compass is the simplest instrument in the panel, but it is subject to several errors to
consider

The acronym "VD-MONA" helps pilots remember compass errors:

Variation

Deviation

Magnetic Dip

Oscillation

Northerly Turning Error (part of magnetic dip)

Acceleration/Deceleration Errors (part of magnetic dip)

Variation:
Latitude and longitude are based on "true" directions meaning they provide a constant horizontal and
vertical plane with which to reference on maps and charts [Figure 2]

The magnetic pole to which the magnetic compass points is not collocated with the geographic "true"
North pole but is some 1,300 miles away; directions measured from the magnetic poles are called
magnetic directions

In aerial navigation, the difference between true and magnetic directions is called variation

This same angular difference in surveying and land navigation is called declination

An "isogonic" line connects points of equal variation on a map

The amount of variation depends on your location relative to the poles

Variation in equatorial regions will be less dramatic, as isogonic lines are farther from each other

Conversely, at extreme northern and southern regions, isogonic lines are more pronounced as lines are
closer together

The Agonic Line:

The line that passes near Des Moines, Iowa & Little Rock, Arkansas has a variation of 0°, making it the
agonic line

Right of this line, the magnetic pole is to the West of the geographic pole, and a correction must be
applied to a compass indication to get a true direction

Flying in the Washington, D.C. area, for example, the variation is 10° West
If the pilot wants to fly a true course of South (180°), the variation must be added to this resulting in a
magnetic course to fly of 190°

Left of this line, the magnetic pole is to the East of the geographic pole, and a correction must be applied
to a compass indication to get a true direction

Flying in the Los Angeles, California area, the variation is 14° East

To fly a true course of 180° there, the pilot would have to subtract the variation and fly a magnetic
course of 166°

East/West can be tricky to remember given they would otherwise be considered opposite; however, if
you think of looking at the world from the pole (vice your location toward the pole), then it makes sense

The variation error does not change with the heading of the aircraft; it is the same anywhere along the
isogonic line

Isogonic lines are depicted on sectional charts with a dashed magenta line and the number associated

Used to convert true course to magnetic course

Correcting For Variation:

True course (170°) ± variation (+10°) = magnetic course (180°)

The magnetic course (180°) is flown if there is no deviation error to be applied

Variation Memory Aids:

West is best (+), East is least (-), or;

Variation East, magnetic track least (-) while variation west, magnetic track best (+)
Deviation:
Local magnetic fields in an aircraft caused by electrical current flowing in the structure, in nearby wiring,
or any magnetized part of the structure cause a compass error called deviation

Deviation manifests itself differently between aircraft and depending on heading, however, but it is not
affected by the geographic location

Deviation error is minimized when a pilot or Aviation Maintenance Technition (AMT) performs the
maintenance task known as "swinging the compass"

Most airports have a compass rose, which is a series of lines marked out on a taxiway or ramp at some
location where there is no magnetic interference

Lines, oriented to magnetic North, are painted every 30°

The pilot or AMT aligns the aircraft on each magnetic heading and adjusts the compensating magnets to
minimize the difference between the compass indication and the actual magnetic heading of the aircraft

Any error that remains is recorded on a compass correction card and placed in a card-holder near the
compass [Figure 3]

If the pilot wants to fly a magnetic heading of 120° and the aircraft is operating with radios on, the pilot
should fly a compass heading of 123°

The corrections for variation and deviation must be applied in the correct sequence and is shown below,
starting from the true course desired

Error due to magnetic interference with metal components in the aircraft as well as magnetic fields from
the aircraft's electrical equipment

Compensating magnets inside the compass casing can help reduce this error but not eliminate it

Correcting For Deviation:

Magnetic Course ± Deviation = Compass Course

Assume a magnetic course of 180° as above, ± Deviation (-4° (180-176 = -4, assuming RDO ON), from
correction card) = Compass Course (176°)

Note that intermediate magnetic courses between those listed on the compass card need to be
interpolated. Therefore, to steer a true course of 180°, the pilot would follow a compass course of 188°

To find the true course when the compass course is known:

Compass course ± deviation = magnetic course ± variation = true course

Magnetic Dip:
Compass tends to dip toward the magnetic pole, most dominant as latitude increases

The lines of magnetic flux leave the Earth at the magnetic North Pole and enter at the magnetic South
Pole, pronouncing magnetic dip near the poles

At both locations, the lines are perpendicular to the Earth's surface

At the magnetic equator, which is roughly halfway between the poles, the lines are parallel with the
surface

Within 300 miles of the poles, the instrument is unreliable due to extreme errors

The south end of the compass is therefore weighted to minimize this error

The magnets in a compass align with this field; near the poles, they dip or tilt the float and card

A small dip-compensating weight balances the float, so it stays relatively level when operating in the
middle latitudes of the northern hemisphere

To counter this, the pivot point on which the bar magnet swings is deliberately placed at a position other
than the magnet's Turning Error

-The pull of the vertical component of the Earth's magnetic field causes northerly turning error, which is
apparent on a heading of north or south

-When an aircraft flying on a heading of North makes a turn toward East, the aircraft banks to the right
and the compass card tilts to the right

-The vertical component of the Earth's magnetic field pulls the north-seeking end of the magnet to the
right, and the float rotates, causing the card to rotate toward West, the direction opposite the direction
the turn is made

-When turning from a northerly heading, the compass will initially turn the opposite direction and catch
up by due East/West [Figure 4]
-When turning from a southerly heading, the compass will indicate a turn in the proper direction but will
lead the actual heading, slowing down by due East/West [Figure 4]

-The rule for this error is: when starting a turn from a northerly heading, the compass indication lags
behind the turn

-The rule for this error is: When starting a turn from a southerly heading, the compass indication leads
the turn

-If the turn is made from north to West, the aircraft banks to the left, and the compass card will tilt
down on the left side

-The magnetic field pulls on the end of the magnet that causes the card to rotate toward East

-This indication is again opposite to the direction the turn is made

-When an aircraft is flying on a heading of south and begins a turn toward East, the Earth's magnetic
field pulls on the end of the magnet that rotates the card toward East, the same direction the turn is
made

-If the turn is made from south toward West, the magnetic pull starts the card rotating toward West-
again, in the same direction the turn is being made

Turning Error Memory Aids:

UNOS (northern hemisphere):

Undershoot North

Overshoot South
New heading: roll-out heading ± latitude - half the bank angle

Acceleration/Deceleration Error:
The dip-correction weight causes the end of the float and card marked N (the south-seeking end) to be
heavier than the opposite end

When the aircraft is flying at a constant speed on a heading of East or West, the float and card is level

When the aircraft accelerates on a heading of East/West, inertia causes the weight to lag, and the card
rotates toward North [Figure 5]

When the aircraft decelerates on a heading of East/West, inertia causes the weight to move
ahead, and the card rotates toward South [Figure 5]
The airspeed changes that are needed to make this noticeable are infrequent
As soon as the speed of the aircraft stabilizes, the card swings back to its East indication
Acceleration/Deceleration Memory Aids: Acceleration/Deceleration Error
Acceleration/Deceleration Error

ANDS:
Accelerate North
Decelerate South

SAND:
South Accelerate
North Decelerate

Oscillation Error:
Fluid fills the compass body, which provides damping, thereby decreasing unwanted oscillations
due to turbulence of the magnet and float
Fluid should therefore fill the compass, and no air bubbles or compass fluid discoloration should
be present
The clear compass face (window) has on it a vertical line called a "LUBBER LINE" so that the
pilot can use it as a datum to set the required heading
Oscillation is a combination of all of the other errors, and it results in the compass card
swinging back and forth around the heading flown
Turbulence causes the compass to "bounce" or move in the container
When setting the gyroscopic heading indicator to agree with the magnetic compass, use the
average indication between the swings

The Vertical Card Magnetic Compass:

The floating magnet type of compass not only has all the errors just described but also lends
itself to confused reading
It is easy to begin a turn in the wrong direction because its card appears backward
East is on what the pilot would expect to be the West side
The vertical card magnetic compass eliminates some of the errors and confusion
The dial of this compass is graduated with letters representing the cardinal directions, numbers
every 30° and marks every 5°
A set of gears rotates the dial from the shaft-mounted magnet, and the nose of the symbolic
airplane on the instrument glass represents the lubber line for reading the heading of the
aircraft from the dial
Eddy currents induced into an aluminum-damping cup damp oscillation of the magnet

Flux Gate Compass System:

As mentioned earlier, the lines of flux in the Earth's magnetic field have two basic
characteristics: a magnet aligns with these lines of flux, and an electrical current is induced or
generated in any wire crossed by them
The flux-gate compass that drives slaved gyros uses the characteristic of current induction
The flux valve is a small, segmented ring made of soft iron that readily accepts lines of magnetic
flux
An electrical coil is wound around each of the three legs to accept the current induced in this
ring by the Earth's magnetic field
A coil wound around the iron spacer in the center of the frame has 400-Hz alternating current
(A.C.) flowing through it
During the times when this current reaches its peak, twice during each cycle, so much
magnetism is produced by this coil that the frame cannot accept the lines of flux from the
Earth's field
But as the current reverses between the peaks, it demagnetizes the frame so it can accept the
flux from the Earth's field
As this flux cuts across the windings in the three coils, it causes current to flow in them
These three coils connect in such a way that the current flowing in them changes as the aircraft
heading changes
The three coils connect to three similar but smaller coils in a synchro inside the instrument case
The synchro rotates the dial of a Radio Magnetic Indicator (RMI) or a horizontal situation
indicator (HSI)
Made of soft iron that readily accepts a line of flux
A coil wound around the iron spacer has 400-Hz AC flowing through it
As current peaks, twice during each cycle, there is so much magnetism that the frame cannot
accept the lines of flux, but as the current reverses, it demagnetizes to accept more
The three coils connect to three similar but smaller coils in a synchro inside case
The synchro rotated the dial of a Radio Magnetic Indicator (RMI or an HSI)

Regulations:
Magnetic direction indicators (of which a magnetic compass satisfies) are required by Federal
Aviation Regulation 91.205 to be installed and operational on an aircraft for it to be considered
airworthy

Magnetic Compass Preflight Actions:

Full of fluid; card in place and indicating a correct heading
Compass card installed (does not need to be filled out)
Check the alignment of the direction indicator to comparing to the magnetic compass
(indicator) once electrical power is applied and the gyros have had a chance to spin up

Compass Swing:
A compass swing must be performed whenever any ferrous component of the system (i.e. flux
valve compensator, or Standby Compass) is installed, removed, repaired, or a new compass is
installed
The magnetic compass can be checked for accuracy by using a compass rose located on an
airport

Finding a Compass Rose:

While there is no official listings of airports with compass roses, they can be found on many
airports [Figure 6]

Painted surfaces are of course static, and may be invalidated with the gradual shift in magnetic
poles
The compass swing is normally effected by placing the aircraft on various magnetic headings
and comparing the deviations with those on the deviation cards
Refer to CFR 14 23.1327, 23.1547, and the equipment or aircraft manufacturer's manual
A compass swing must be performed when:
-The accuracy of the compass is suspected
-After any cockpit modification or major replacement involving ferrous metal
-Whenever a compass has been subjected to a shock; for example, after a hard landing or
turbulence
-After aircraft has passed through a severe electrical storm
-After lighting strike
-Whenever a change is made to the electrical system
-Whenever a change of cargo is likely to affect the compass
-When an aircraft operation is changed to a different geographic location with a major change
in magnetic deviation (e.g., from Miami, Florida to Fairbanks, Alaska.)
-After aircraft has been parked on one heading for over a year
-When flux valves are replaced
Procedures and precautions are found in Advisory Circular (43.13-1B CHG 1) Acceptable
Methods, Techniques, and Practices - Aircraft Inspection and Repair

Conclusion:
The magnetic compass remains a time tested reliable instrument, although as avionics evolve,
the magnetic compass is being seen increasingly as a standby or back-up instrument
Although NOT approved for use by the FAA, products such as the SUUNTO Core All Black
Military Men's Outdoor Sports Watch [Amazon] provide a back-up method of direction-finding
if the magnetic compass is ever inoperable or in question
Deviation errors are unavoidable but is a moving target as any modification may require a
compass swing
Still looking for something? Continue searching:
QUIZLET
How often should an air transport A/C be swung?
24 months or period prescribed in the operator's maintenance manual
How often should a light private A/C be swung?
24 months
Why should the flux valve be disconnected before carrying out a conductivity
check on the wiring system?
Voltage from voltmeter affects the magnetic reading
What does the DG flag on the RMI mean
Directional gyro is working only
What is positive dip and negative dip?
Angular difference between horizontal component and resultant earths field. This
is a force acting on the compass needle from the horizontal plane.
gyros in a RR system are:
Fixed in azimuth
Precession in a RR system is limited to how many degrees per minute?
2 degrees / minute (slow)
Direct reading compass bases should be made from what?
Non-magnetic material
How do you adjust for coefficient A in a RR system?
Turn flux valve in mount
Primary function of fluid in a compass?
Makes it aperiodic (means it will return to equilibrium position directly) also
prevents oscillation, erratic readings and overshooting (buoyancy)
When performing compass swing, a deviation error for the westerly heading
indicates a heading of 264 deg. The compensating screws should be adjusted to
what heading indication?
267 degree Take out half of the error
Compass swings correct which type of error.?
Deviation is corrected in the Aircraft by the technician
Tool used to compass adjustment.?
NON-MAGNETIC screwdriver
Where do you take the plane to compass swing?
Compass Rose is a circle which is marked showing the magnetic direction
When aircraft is facing East, compass is adjusted to ______________?
90 degrees
Compass couplers compensate for ____________?
Magnetic Heading errors in the Flux Valve due to the Longitudinal and CORIOLIS
acceleration.
Compass Couplers process WHAT.??
Long term, Compensated Magnetic Field Sensor Signal with the Short-term
stabilized directional Gyro heading signal to produce an accurate and staable
magnetic heading output.
Master compass reading
is RED in color to identify....It Reads 180 deg's from the direction you are actually
facing.
HSI Location in critical 6.?
Bottom Center
Allowable HDG deviation is +/- ______________.?
Deviation cannot exceed 10 deg's on any heading.
Magnetic dip is the angle between the:
compass needle and the local horizon
The magnetic heading can be derived from the true heading by means of a:
map showing the isogonal lines.
Variation is the angle between the:
True North and the Magnetic North
The magnetic poles are the two positions on the surface of the Earth where the
lines of the magnetic field:
Are entirely vertical.
What is meant by a magnetic meridian when talking about the Earth magnetic
field?
The horizontal component...
The quadrantal deviation of the magnetic compass is due to the action of:
soft iron, geomagnetic field
One purpose of compass calibration is to reduce the difference, if any, between:
Compass North and Magnetic North
Permanent magnetism in aircraft arises chiefly from:
hammering...
The quadrantal deviation of a magnetic compass is corrected by using:
pairs of permanent magnets.
Consider a compass deviation correction card. The:
residual deviation, after, compass swinging procedures
What are the four types of Free Directional Compasses
1-Standby Compass
2-Magnesyn Compass
3-(DG) Directional Gyro
4-The Slaved Compass Sys.
What is the function of the Standby compass, in other words, how does it work
Permanent magnetic mounted on a pivot and allowed to rotate so that it will align
itself with The Earth's magnetic field.
Where is the Standby Compass usually situated
It must be visible to the pilot and is usually mounted centered above the glare
shield in the cockpit
What are the 2 types of Standby Compasses
Wet or Dry Compass
What are some DISADVANTAGES of the WET Compass
1-"Deviation," Interference from magnetic fields of the aircraft's equipment
around it
2-Swing or Oscillations around heading due to acceleration and deceleration
errors
3-Not easy to read
What is the purpose of the liquid in the WET compass and what is its
composition
Dampen oscillations, and petroleum based (Similar to Varsol)
What are some ADVANTAGES of the Wet Compass
1-Very simple system
2-Doesn't require electrical power
3-Reliable
What is the function of the Magnesyn Compass
Is like a wet compass that has the rotating mechanism of the element attached to
a Synchro Transmitter. The Indicator is a simple Synchro receiver that is mounted
in the instrument panel like any other indicator
What are some ADVANTAGES of the Magnesyn Compass
1-Not susceptible to deviation because of its remote mounting
What are some DISADVANTAGES of the Magnesyn Compass
1-Subject to same swinging oscillation as the wet compass
2-Nature of the Synchro Drive can add an additional error due to the reflected
torque from friction in the indicator
Typical rotating compass card assembly in modern direct reading compass
contains how many magnets?
Two.
When conducting a dampening test of a direct reading compass, which actions
taken?
Deflecting the card through 90° and timing return through 85°
An advantage of relative frequencies of the input and output signals of flux
valves is that?
Since they differ, The output can easily be filtered off any unwonted input signal.
A DG flag displaying on RMI window indicates
The system is not slaved to the flux valve
The output windings of flux valve and a remote reading compass system are
directly connected to?
Correction pots in the compensator unit
What following incurrence doesn't need compass swing
Continuous operation of aircraft in one localized area
After lightning strike, what period should be allowed before carrying out a
further compass swing
Two months
Which of the following actions do not have to be carried out when testing for
magnetic fracture prior to a Compass swing
Transmitting communication radios
What is the usual heating reference used when carrying out in the swing of a
compass system?
Inertial reference system
Diurnal changes are greatest in which of the following times
Summer
During Taxi...
Check to see if your compass is swinging freely and that it is indicating known
headings.
Define Compass Deviation
It is the difference in direction indicated by a magnetic compass not installed in an
airplane and one installed in an airplane.
What causes compass deviation?
Magnetic fields produced by metals and electrical accessories in an airplane are
what specifically disturbs the needle.
Magnetic compasses can only be considered accurate...
Only during straight and level flight at a constant airspeed.
What're magnetic dip characteristics?
When turning and accelerating/decelerating, the fluid level and compass card do
not remain level, and magnetic force pulls "down" as well as toward the pole.
In the Northern hemisphere, what occurs on an Easterly/Westerly Heading?
Acceleration and Deceleration Errors
A magnetic compass will indicate a turn towards the North when..
Accelerating on an easterly or westerly heading
A magnetic compass will indicate a turn towards the South if...
Decelerating on an Easterly/Westerly heading
A/D error does not occur...
On a northerly/southerly heading.
Compass turning errors occur...
When turning FROM a northerly or southerly heading.
Performing the Compass Swing

Mechanics typically use one of two methods to swing the compass on an aircraft.
They either perform it on a compass rose at the airport, or use a calibrated
master compass to align the aircraft during the swing. Always refer to the
maintenance manual for manufacturer-specific swing procedures. Here are the
steps involved in performing a compass swing.

1. With engines running and aircraft in proper configuration, align the aircraft to
the 0 degree (north) heading. If the aircraft compass is not in alignment with
magnetic north, adjust the north-south compensator screw with a non-metallic
screwdriver until the compass reads 0 degrees.
2. Align the aircraft to the 90-degree (east) heading. If the aircraft compass does
not indicate 90 degrees, adjust the east-west compensator screw until it reads 90.
3. Align the aircraft to the 180-degree (south) heading. Note the indicated
heading on the aircraft compass. If it is not 180, adjust the north-south
compensator screw to remove half the difference of the reading and actual
heading. For example if the compass reads 184 while the aircraft is positioned at
180 degrees, adjust the north-south compensator until the compass indicates 182
degrees.
4. Align the aircraft to the 270-degree (west) heading. If the compass does not
indicate 270, adjust the east-west compensator to split the difference as in the
above step.

You are now ready to swing the aircraft around the headings. Starting with the
current heading (270) mark down the actual reading on the compass. Turn the
aircraft around the compass rose at each 30-degree heading and record the
compass readings. Ensure there is not more than a 10-degree difference between
any of the indicated headings on the compass and the actual heading. If the
compass can’t be adjusted to meet the requirements, install another one.
AIRCRAFT COMPASS SYSTEM ALIGNMENT
FORMULAE
If you replace or change the magnetic compass or components on your aircraft’s
compass system, it is appropriate to swing the compass to verify or align it to
minimize errors.
The following alignment steps apply to all make/model aircraft and are based on
MIL-STD 765A. Your aircraft’s compass system may have different methods of
alignment. Always refer to and use the manufacturer’s procedures if they differ
from this method.
Formulae:
North (N) / South (S) Correction = ½ [N error - S error]
East (E) / West (W) Correction = ½ [W error - E error]
Index Correction =¼ [N error + E error + S error + W error]

COMPASS SWING PROCEDURE WITH EXAMPLE:

South
Align the aircraft to the South magnetic heading (180°) per the compass rose
Note the indicated heading (Example: 175°)
Note the deviation error (-5)
Positive (+) if greater than 180° and negative (-) if less
West
Align the aircraft to the West magnetic heading (270°) per the compass rose
Note the indicated heading (Example 276°)
Note the deviation error (+6)
Positive (+) if greater than 270° and negative (-) if less
North
Align the aircraft to the North magnetic heading (0°) per the compass rose
Note the indicated heading (6°)
Note the deviation error (6)
Positive (+) if greater than 0/360° and negative (-) if less
East
Align aircraft to the East magnetic heading (90°) per the compass rose
Note the indicated heading (90°)
Note the deviation error (0)
Swing Results

Actual Indicated Deviation error

N 000 006 +6
E 090 090 +0
S 180 175 -5
W 270 276 +6
N/S Correction = ½ [N error - S error]
= ½ [(+6) – (-5)]
= ½(+11)
= +5.5° error

Align the aircraft to 5.5° indicated and adjust the N/S correction to read 0°
indicated
E/W Correction = ½ [E error - W error]
= ½ [(+0) – (+6)]
= ½(-6)
= -3° error
Align the aircraft to 87° indicated and set E/W adjustment to read 90°
Index Correction = ¼ [N error + E error + S error + W error]
= ¼ [(+6) + (+0) + (-5) + (+6)]
= +1.75° error

Align Flux Valve to subtract 1.75° from existing indicated heading