March 16, 2017 By R.

Warning 1
 COURSE PREVIEW
Theory
Earth magnetism
Compasses
Compass errors
Practice
Compass swing site
Compass swing
Alternative methods

March 16, 2017 By R. Warning 2

 Permanent Magnetism
Certainmaterials can be magnetized, By
putting them in a magnetic field. After
removing the field remnant magnetism will
be kept.

March 16, 2017 By R. Warning 3

 Electro Magnetism
Around a conductor that conducts
electrical current a magnetic field is
also generated.

March 16, 2017 By R. Warning 4

 Earth magnetism
The earth can be seen
as a giant magnet.
The magnetic poles
however do not align
exactly with the
geographic poles.
The exact place of the
magnetic poles is
not constant, but
varies in time.

March 16, 2017 By R. Warning 5

 Magnetic Variation
True North
Magnetic variation is the
angle at a certain point
Magnetic north
Variation on earth between the
magnetic north and
the true north. Due to
the fact that the place
of the magnetic north
is not fixed, the
variation changes. In
Holland about one
degree every six years.

March 16, 2017 By R. Warning 6

The variation is not a function of the geographical
position, But can vary due to changes in the earths
rock formations. Lines of equal variation around the
globe are so called isogonics lines.

March 16, 2017 By R. Warning 7

Variation must always
be added to the T. North
magnetic heading to M. North
get the true
heading!
+ variation

Variation is positive if
the true north is to
the right (east) of
the magnetic north.
Else it is negative.
March 16, 2017 By R. Warning 8
 Inclination (magnetic dip)
The direction of the magnetic
force at a certain point on
earth is not always exactly Inclination
horizontal. Only at the
equator. At the poles they
are nearly vertical. The
angle of force line with the
horizontal is called the
inclination or dip angle.
A magnetic compass uses only
the horizontal component of
the earths magnetic field.
But the inclination tends to
tilt a magnetic compass.

March 16, 2017 By R. Warning 9

 Inclination card

March 16, 2017 By R. Warning 10

 Intensity
The strength off the earth magnetic field is not constant on all places on
earth.
The strength of the magnetic field is measured in oersed. In the
Netherlands the earths magnetic field is about 0.471 oersted

March 16, 2017 By R. Warning 11

 Compasses

March 16, 2017 By R. Warning 12

 Aircraft compasses
There are tree kinds of aircraft
compasses.
1. Direct-reading compasses or standby
compasses
2. Remote-reading compasses systems
with a flux valve
3. Inertial compass systems

March 16, 2017 By R. Warning 13

Direct-reading compasses
The Direct-reading compasses is a
free turning magnet with a
scale around it, mounted on a
pivot inside a liquid. The liquid
provides damping for the scale.
Normally a silicon liquid is used.
The center of gravity of the
scale and the magnet assembly
is well below the pivot point. So
that the compass will mainly
react to the horizontal
component off the earth
magnetic field. The liquid is
sealed off by a membrane to
compensate for volume
differences due to temperature
changes. Underneath the
compass is a compensator unit
to allow adjustments to the
compass

March 16, 2017 By R. Warning 14

 The compensator unit
There are two compensators inside
the compensator unit. One for
Longitudinal axis off the aircraft
and one for the cross-axis. Each
compensator consists of two bars
that can be turned in opposite
direction. In each bar two small
compensator magnets are
mounted.
In neutral position the magnetic
forces of these magnets oppose
each other, giving a resultant
field of zero. When the bars are
turned, the resultant force will be
added to the earths magnetic
field, But of course only the
vector part that is parallel to the
earths field.

March 16, 2017 By R. Warning 15

 Compensator field

S S
N N

Earths field

Resultant field

March 16, 2017 By R. Warning 16

 Direct-reading compasses
errors
There are two main errors involved in
using a direct-reading compass in an
aircraft.
1. Northern turning error.
2. Acceleration error

March 16, 2017 By R. Warning 17

 Northern turning error
The compass card is mounted so that its
center of gravity is well below the pivot
point. When the aircraft is in a banked
turn, the card also banks because of
centrifugal forces. While the card is in the
banked attitude, the vertical component
of the earths magnetic field causes the
compass to dip to the low side of the turn.
The error is most apparent when turning
trough headings close to north and south.
When the aircraft makes a turn from a
heading of north, the compass briefly
indicates a turn in the opposite direction.
Passing trough south, the compass leads
the turn considerably. As the aircraft nose
passes though the west, the compass
should approximate the correct heading.
Then, as the aircraft nose approaches
north again the compass lags.
In the Netherlands this error is 2,5 with a 1
bank and 25 with a 10 bank

March 16, 2017 By R. Warning 18

 Acceleration error
A second way to tilt the compass card out of
the horizontal plane is to accelerate or
decelerate the airplane. With the card
mounted with its CG below the pivot,
acceleration causes the card to tip
forward. In the Northern Hemisphere
where the magnetic field has a
downward component, this causes the
north-seeking tip of the compass needle
to swing downward.

March 16, 2017 By R. Warning 19

 Other compass errors
Besides the dynamic errors (northern turning error and acceleration error.) and the errors
caused by the aircraft it self (for witch we will calibrate the compass.) there are some
minor faults in direct-reading compasses.
Scale faults caused by an unjust calibration of the scale.
Collimination faults, caused by a difference between the magnetic axis of the compass
and the north of the scale.
Lubber line alignment error.
Liquid swirl error. If there is not enough room in the compass housing, the scale will be
turned with the aircraft, due to the viscosity of the compass fluid.

The first 3 errors will be eliminated when the A error is adjusted during the compass swing.

March 16, 2017 By R. Warning 20

 Checking a direct reading
compass:
Pivot friction test: With the use of a small magnet, make the
compass rotate 10 keep it in this position for 10 seconds. Remove the
magnet an let the compass come to a rest. Note the heading. Do the
same towards the other side. Again note the heading. The difference
between the two observations should not be more than 2 .

Damping test: With the use of a small magnet make the compass
rotate 90 . Keep it in this position for one minute. Take the magnet
away. The compass should turn back with in 5 of its original heading
with in 10 seconds.

March 16, 2017 By R. Warning 21

 The remote reading compass
The remote reading compass, in Fokker aircraft called the AHRS (or IRS, but they do not work
with the earths magnetic field), is basically a directional gyro system connected to a flux valve.
To adjust the gyro heading indication automatically.
The flux valve is normally mounted in an area as free as po
Magnetic disturbances. Mostly in the wing tips.
On Fokker aircraft the flux valve is mostly indexed. That me
m
that the flux valve can not be turned, to remove
a possible A error. This indexing is a factory setting.

The flux valve consists of a double 3 spoke transformer wit

each Spoke a pick off coil and one exciter coil per pair of sp
The exciter coil saturates the spokes, so that static magne
in each of the spokes is transformed to a alternating field.
The strength of this field is a function of the earths magnet
field lines passing trough the length of the spoke. Hence th
amplitude of the induced voltage is a function of the positi
the spoke in the earths magnetic field. (and the intensity
off the field)
The coils are mounted on a gimbal with a led weight that k
Horizontal.

March 16, 2017 By R. Warning 22

 Course output
800Hz
Excitation
400Hz

March 16, 2017 By R. Warning 23

 The electric compensator
The flux valve can be electrically compensated for B and C errors. If a small DC current is
Applied in the sense windings of the flux valve. This current should generate a magnetic field that
strength as the field that caused the disturbance but opposite in direction.

Flux DC
valve source 800Hz
Output

400 Hz excitation Compensator drawn for one direction

March 16, 2017 By R.only
Warning 24
 The Remote Compensator
unit
The variable DC power source in the previous slide
is located in the remote magnetic compensator
unit.
On the unit, you find also some test points to
measure the DC voltage applied to the flux
valve and a potentiometer to adjust the
voltages. After successful adjustment of the
compass system, the voltages should be
measured and written down on a sticker on the
remote compensator unit.
This way a remote compensator unit or flux valve
can be replaced without the need to do a new
compass swing. Only the voltages should be
taken over from the old compensator unit.
Inside the remote compensator unit is also a circuit
that transforms the tree wire output of the flux
valve into 2-wire sine/cosine signals. And a
monitor circuit thats checks the functioning of
the flux valves and the remote compensator
unit.

March 16, 2017 By R. Warning 25

 Flux valve errors
Principally the flux valve suffers also from the northern turning error and acceleration
errors just as the standby compass does. But because the reading of the flux valve
output is stabilized with a directional gyro, The readout is much more reliable.

March 16, 2017 By R. Warning 26

 Aircraft errors
Due to the fact that aircrafts contain a certain amount of iron and other magnetic material and
there are a lot of life wires in an aircraft. The aircraft itself will generate a magnetic field that
will disturb the precession of the compass systems. These aircraft errors or static errors we
can divide into tree categories; Index errors, one cycle errors and two cycle errors.

Static errors

Index errors One cycle errors Two cycle errors

Longitudinal Cross

A fault C fault B fault D fault E fault

A correction C correction B correction Not corrected

March 16, 2017 By R. Warning 27

 Adjusting the compass
We have to adjust an compass for A, B and C faults. E and F faults are generally
minor and are not compensated.
The A fault can be compensated by turning the compass or flux-valve in
horizontal direction.
The B fault is compensated by the E-W adjustment of the compensator.
And the C fault is compensated with the N-S adjustment of the compensator.

A
March 16, 2017 By R. Warning 28
 Total deviation
The total deviation caused by the aircraft should be
compensated by means of a
A-fault correction that is linear over the whole compass range.
B-fault correction, that acts as a cosine function over the
compass range
C-fault correction thats a sine function.
With the B and C correctors we only adjust the amplitudes of the
sine
and Cosine curves. The total Compensation is the sum of the A-
fault, B-
fault and C fault corrections. This total correction should
compensate for
the total deviation generated by the aircraft.

March 16, 2017 By R. Warning 29

0 90 180 270 360

March 16, 2017 By R. Warning 30

 The compass swing location
A compass swing must be carried out on an approved site!
An approved site should be accessible and level.
Free from magnetic fields (except earths magnetic field.)
Should be at least 46 meters away from steel framed buildings and 91 meters
from buildings containing electrical power generation.
Large enough to swing the aircrafts its intended for.

There are two compass swing site classifications.

Class 1 with a permit able deviation of 10.
Class 2 with a permit able deviation of 25.

Periodic re-survey
A class 1 site must be re-surveyed every 5 years.
A class 2 site every 2 years. (??)

The surveying party must work with the standards of the Admiralty Compass
Observatory (ACO) and must be recognized by the CAA.
(Source: CAA UK leaflet 8-1 compass base surveying)

March 16, 2017 By R. Warning 31

 Swing sites at Schiphol
There is only one compass swing site at
Amsterdam! This is the fairway near
the Martinair hangars.
The site near the old Fokker buildings is
not surveyed and contains a lot of iron
in the ground.

March 16, 2017 By R. Warning 32

 The Compass swing
A compass swing contains two parts.
1. The correction swing. Where the compass is calibrated and the A, B and C errors
are adjusted.
2. The calibration swing, where the remaining deviations are noted and written on the
deviation table that is mounted in the aircraft.

Note that with a Fokker 100 with IRS systems, the IRS may be used as reference.
Else a approved prismatic landing compass mounted on a tripod should be used as a
reference.

Keep in mind that, when standing in front of the aircraft with a reference compass, the
reading is 180 with respect to the aircrafts heading.
When reading the reference compass make sure there is sufficient distance between the
compass and the aircraft. Take also care not to wear any iron tools, watches, radios etc
Be also aware that the reference compass comes also with a deviation card!

March 16, 2017 By R. Warning 33

 Tail

Window stile

030 Prism

To read the reference compass, position the compass so that the window s
the vertical stabilizer line up with the compasses lubber line. Make sure th
reference compass is adjusted horizontally before reading.

March 16, 2017 By R. Warning 34

Preparing the compass swing
Before a compass swing is undertaken make sure the following preconditions are
met:
Authorization of the airport authorities.
Towing facilities.
Daylight!

Make sure you have the following equipment with you.

A stairs to leave and enter the aircraft in the field (if there is no air stair on F100).
Special adjustment tool for the standby compass.
Flat screw driver for A fault adjustment stby compass and compensator
adjustment.
Wrench to loosen and tighten the locking nuts on the AHRS compensator unit
Voltmeter to measure the compensation voltages on the compensator.
Two Porto phones to communicate between outside and inside of aircraft.
Master compass and tripod or pylorus and bracket and course list.
Correction form, deviation form and deviation cards.

March 16, 2017 By R. Warning 35

 Start at North

The Readout of the master compass

The readout on the aircraft compass

Adjusted readings

March 16, 2017 By R. Warning 36

 Example calculation

March 16, 2017 By R. Warning 37

 The calibration swing
After the correction swing is performed, a calibration swing should be made. The
calibration swing is to verify the correct adjustment of the compass and to
make a deviation list and deviation cards, to make the crew aware of the
remaining deviation errors.
We are making a full 360 degrees swing with 30 degrees interval. On every
interval we note the deviation of the standby compass and the two AHRS
systems and the standby compass in emergency power condition.

For the standby compass the maximal deviation may be 10 degrees but between
successive (30) steps the difference in deviation may be 4 maximum!

The maximum deviation for the AHRS may be 2!

After the calibration swing a deviation form should be filled in for tech records
and deviation cards should be made for in the cockpit.

March 16, 2017 By R. Warning 38

 The pylorus method
With a normal compass swing a master
compass is used as reference. As an
alternative a pylorus can also be used if
the compass swing site is approved for
this method.
A pylorus is an instrument with witch we can
very precisely measure a angle between
two points. In our case the longitudinal
axis of the aircraft and a known point at
some distance away.
The angle between this known point and the
aircraft heading is predetermined for all
compass headings used during the
compass swing

By measuring the angle with the aircraft

longitudinal axis, and comparing this
with the predetermined value, we can
calculate the deviation.

March 16, 2017 By R. Warning 39

Before we start using the pylorus, we
have to align the instrument with
the aircrafts longitudinal axis. This
is done by putting the instrument
on a known spot (cockpit side
window), Level the instrument and
then point the instrument exactly
to the wing tip and adjust the
bottom reference ring of the
pylorus to 240.25 (F50) as given
on the job card.
Now the zero should be exactly in line
with the aircrafts longitudinal axis.
After this we can shoot for every 30
heading a suitable target from the Fixed distance 32cm
target list. By subtracting the value
given on the target list , With the
actual readout on the pylorus scale,
the datum heading can be
calculated.
Subtract the readout heading from the
datum and you get the deviation.

March 16, 2017 By R. Warning 40

 330
N

Value on target list

Actual value

March 16, 2017 By R. Warning 41

 Focus

Fine adjust

Deviation scale
Clamps to fix
pylorus to aircraft Horizontal
window structure adjustment
longitudinal axis
adjustment ring

longitudinal axis
adjustment ring
Fixing Bolt

March 16, 2017 By R. Warning 42

 Leveling bubble

March 16, 2017 By R. Warning 43

 The End

March 16, 2017 By R. Warning 44