Use above dropdown box for Airpath C2300 Compass Selection.
Southerly Turning Errors
When turning in a southerly direction, the forces are such that the compass float assembly lags rather than leads. The result is a false southerly turn indication. The compass card, or float assembly, should be allowed to pass the desired heading prior to stopping the turn. As with the northerly error, this error is amplified with the proximity to either magnetic pole. To correct this lagging error, the aircraft should be allowed to pass the desired heading prior to stopping the turn. The same rule of 15º plus half of the latitude applies here. Source: Pilot's Handbook of Aeronautical Knowledge.
Airpath C2300 Compensation Instructions
Before attempting to compensate compass, every effort should be made to place the aircraft in simulated flight conditions. Check to see that canopy is closed, flaps are in neutral position and the sailplane is in a level attitude. All electrical switches, flight computers, transponder, radio, electric vario, etc., should be in the position they will normally be for navigation flight.
- Set adjustment screws of compensator on zero. Zero position of adjustment screw is obtained by lining up the dot on the screw with the dot on the compensator frame.
- Head aircraft on magnetic North heading. Adjust N–S adjustment screw until compass reads exactly North.
- Head aircraft on magnetic East heading. Adjust E–W adjustment screw until compass reads exactly East.
- Head aircraft on magnetic South heading. Note the resulting South error. Adjust the N–S adjusting screw until one–half of this error is removed.
- Head aircraft on magnetic West heading. Note the resulting West error. Adjust the E–W adjusting screw until one–half of this error is removed.
- Head aircraft in successive magnetic 30–º headings and record all errors on the deviation card furnished with the compass.
For best results, all extraneous magnetism causing over 30–35º compass errors should be removed from the sailplane, or the compass should be relocated to a position where uncompensated error does not exceed 30–35º. Use a brass or other non–ferrous material screwdriver when making compensator adjustments.
In flight compensation for sailplanes with a directional gyro:
- Set directional gyro from a sectional line or runway. (Allow for magnetic variation to ensure gyro corresponds to magnetic heading)
- Follow procedures 1 through 6 above.
- Re–check directional gyro occasionally for possible precision, and allow for such precision error in recording results on magnetic compass deviation card.
NOTE: If your sailplane is equipped, GPS can be used (allow for deviation) to establish reference headings for compass compensation. This technique will eliminate possible errors caused by gyro precision.
Common Airpath C2300 Compensation Problems
Any time there is a maintenance or repair to your sailplane, it is recommended that the compass be compensated. This is particularly true if there is work associated with the removal of old and/or installation of new equipment in the instrument panel. New radios and relocation of speakers or intercoms could affect the compensation required. New hardware (i.e. screws, nuts, etc.) installed during maintenance can sometimes be the cause of excessive errors if the hardware is steel or magnetic.
Loose electrical grounds, lighting, or extended periods of parking in North–South alignment on the ramp can lead to the magnetization of some airframes. This is often evidenced by excessive uncompensated compass error (more than 30–35º). Engine mounts on single engine aircraft and center windshield posts becoming magnetized can lead to compensation problems. Demagnetizing (degaussing) the airframe component or relocating the compass will solve this problem.
Remember that every sailplane is different. Following the set–up procedures outlined above prior to compensation is important. As stated, in–flight compensation will achieve the best results. Landing gear position can sometimes affect deviation. Other factors to consider in airplanes are: yoke position, cruise configuration, pilot heat, and de–icing equipment (particularly windshield anti–ice).
You should consider removing any jewelry while compensating compasses. Such things as watches, rings, and eyeglasses can affect the amount of compensation required. If above method does not give satisfactory results, determine the amount of uncompensated error by aligning the reference dots on the compensator adjustment screws and frame or by removing the compensator assembly from the compass. If the uncompensated error is in excess of 30–35º, troubleshoot for magnetization of aircraft components or excessive electrical interference.