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properly. You do this by applying a correction called
variation to convert a true direction to a magnet direction.
Variation at a given point is the angular difference
between the true and magnetic poles. The amount
of variation depends on where you are located on the
earth’s surface. Isogonic lines connect points where
the variation is equal, while the agonic line defines the
points where the variation is zero. [Figure 12-9]
COMPASS DEVIATION
Besides the magnetic fields generated by the earth, other
magnetic fields are produced by metal and electrical
accessories within the helicopter. These magnetic fields
distort the earth’s magnet force and cause the compass
to swing away from the correct heading. Manufacturers
often install compensating magnets within the compass
housing to reduce the effects of deviation. These magnets
are usually adjusted while the engine is running and
all electrical equipment is operating. Deviation error,
however, cannot be completely eliminated; therefore, a
compass correction card is mounted near the compass.
The compass correction card corrects for deviation that
occurs from one heading to the next as the lines of force
interact at different angles.
MAGNETIC DIP
Magnetic dip is the result of the vertical component of
the earth’s magnetic field. This dip is virtually nonexistent
at the magnetic equator, since the lines of force
are parallel to the earth’s surface and the vertical component
is minimal. As you move a compass toward the
poles, the vertical component increases, and magnetic
dip becomes more apparent at these higher latitudes.
Magnetic dip is responsible for compass errors during
acceleration, deceleration, and turns.
Acceleration and deceleration errors are fluctuations
in the compass during changes in speed. In the northern
hemisphere, the compass swings toward the north
during acceleration and toward the south during deceleration.
When the speed stabilizes, the compass
returns to an accurate indication. This error is most
pronounced when you are flying on a heading of east
or west, and decreases gradually as you fly closer to a
north or south heading. The error does not occur when
you are flying directly north or south. The memory
aid, ANDS (Accelerate North, Decelerate South) may
help you recall this error. In the southern hemisphere,
this error occurs in the opposite direction.
Turning errors are most apparent when you are turning
to or from a heading of north or south. This error
increases as you near the poles as magnetic dip becomes
more apparent. There is no turning error when flying
near the magnetic equator. In the northern hemisphere,
when you make a turn from a northerly heading, the
compass gives an initial indication of a turn in the
opposite direction. It then begins to show the turn in
the proper direction, but lags behind the actual heading.
The amount of lag decreases as the turn continues,
then disappears as the helicopter reaches a heading of
east or west. When you make a turn from a southerly
heading, the compass gives an indication of a turn in
the correct direction, but leads the actual heading. This
error also disappears as the helicopter approaches an
east or west heading.
INSTRUMENT CHECK—Prior to flight, make sure that
the compass is full of fluid. During hover turns, the
compass should swing freely and indicate known headings.
Since that magnetic compass is required for all
flight operations, the aircraft should never be flown
with a faulty compass.
INSTRUMENT FLIGHT
To achieve smooth, positive control of the helicopter
during instrument flight, you need to develop three
fundamental skills. They are instrument cross-check,
instrument interpretation, and aircraft control.
INSTRUMENT CROSS-CHECK
Cross-checking, sometimes referred to as scanning, is
the continuous and logical observation of instruments
for attitude and performance information. In attitude
instrument flying, an attitude is maintained by reference
to the instruments, which produces the desired result in
performance. Due to human error, instrument error, and
helicopter performance differences in various atmospheric
and loading conditions, it is difficult to
establish an attitude and have performance remain
constant for a long period of time. These variables make
A
True
North Pole
Magnetic
North Pole
Agonic
Line
20°
20°
15°
15°
10° 5°
5°
0°
Isogonic Lines
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