Magnetic compass: The coefficients are the mathematical ... - Rajnav
Magnetic compass: The coefficients are the mathematical ... - Rajnav
Magnetic compass: The coefficients are the mathematical ... - Rajnav
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<strong>Magnetic</strong> <strong>compass</strong>:<br />
<strong>The</strong> <strong>coefficients</strong> <strong>are</strong> <strong>the</strong> ma<strong>the</strong>matical representation of <strong>the</strong> deviation caused in <strong>the</strong> <strong>compass</strong> due to permanent<br />
and induced magnetism.<br />
Coefficient A:<br />
Real A and App<strong>are</strong>nt:<br />
Real A is <strong>the</strong> deviation caused by <strong>the</strong> Magnetism induced in <strong>the</strong> unsymmetrical horizontal soft iron.<br />
Correction: Not corrected and allowed for like gyro error.<br />
App<strong>are</strong>nt A<br />
<strong>The</strong> deviation caused due to various physical factors like:<br />
• <strong>The</strong> magnetic axis of <strong>the</strong> needle not aligned on <strong>the</strong> north south line of <strong>the</strong> card,<br />
• <strong>The</strong> lubber line not on <strong>the</strong> centre line of <strong>the</strong> vessel<br />
• <strong>The</strong> <strong>compass</strong> not set in <strong>the</strong> F/A line and on <strong>the</strong> F/A line<br />
• Variation application error<br />
• Calculation error when calculating <strong>the</strong> LHA of <strong>the</strong> sun.<br />
• Prismatic errors by <strong>the</strong> observer<br />
Correction: Not corrected and generally allowed for. In case of lubber line misalignment shift <strong>the</strong> lubber<br />
line.<br />
Coefficient B: <strong>the</strong> algebraic sum of Bi and Bp.<br />
Induced B (Bi)<br />
Caused by magnetism induced in <strong>the</strong> vertical soft iron components around <strong>the</strong> <strong>compass</strong><br />
Varies with <strong>the</strong> latitude as <strong>the</strong> vertical component of <strong>the</strong> earths field<br />
Maximum at <strong>the</strong> poles and minimum at <strong>the</strong> equator.<br />
Changes signs with <strong>the</strong> hemisphere<br />
Deviation is Maximum on <strong>the</strong> East west courses.<br />
Deviation is nil on N/S course<br />
Correction:<br />
Corrected by using <strong>the</strong> Flinders bar ei<strong>the</strong>r forward or aft of <strong>the</strong> <strong>compass</strong> (depends on <strong>the</strong> ship construction)<br />
<strong>The</strong> height is adjusted using wooden supports to place <strong>the</strong> pole in line with pole of magnetic needle.
Permanent B (Bp)<br />
Caused by <strong>the</strong> permanent magnetism displayed by <strong>the</strong> vessels permanent structure in <strong>the</strong> Fore and Aft direction<br />
Polarity depends on <strong>the</strong> direction where <strong>the</strong> vessel was headed when being built.<br />
Remains permanent and does not change signs with change of hemisphere<br />
<strong>The</strong> value remains same in all latitude<br />
Maximum deviation is caused at <strong>the</strong> E/W headings.<br />
Nil deviation on N/S headings<br />
Correction:<br />
Corrected using <strong>the</strong> permanent magnets in Fore and Aft direction (Like for like principle use and equal and<br />
opposite pole)<br />
An easterly deviation indicates that <strong>the</strong> ship has a blue pole attracting <strong>the</strong> red needle (+Bp) hence this is<br />
corrected by using a Fore and Aft magnets with red pole facing forward.<br />
Correction can be effected by using as many magnets required to nullify <strong>the</strong> deviation.<br />
Use of single magnets is not advisable and better correction by uniform field can be achieved by <strong>the</strong> use of a<br />
number of magnets placed at varying distance from <strong>the</strong> needle.<br />
<strong>The</strong> F/A correctors <strong>are</strong> placed in two lines on port and starboard side due to <strong>the</strong> presence of <strong>the</strong> Heeling error<br />
magnet bucket in <strong>the</strong> centre ( in order to maintain symmetry on both sides<br />
<strong>The</strong> corrector magnets <strong>are</strong> not to be placed ne<strong>are</strong>r than twice <strong>the</strong>ir length to enable uniform magnetic field.<br />
Correction procedure for B<br />
Split <strong>the</strong> components in to Bp and Bi.<br />
Following methods can be used:<br />
<strong>Magnetic</strong> equator method:<br />
This is <strong>the</strong> easiest and practical method and can be carried out every time <strong>the</strong> vessel is in magnetic equator.<br />
At <strong>the</strong> equator <strong>the</strong> Bi is nil since <strong>the</strong> vertical component of <strong>the</strong> earth’s field does not exist and all deviation of B<br />
is due to Bp only.<br />
Take a magnetic bearing by observing a distant object (15-16 miles) and obtain bearings on 8 cardinal points<br />
and average <strong>the</strong> values to obtain <strong>the</strong> magnetic bearing. Take a bearing on East and west and determine <strong>the</strong> value<br />
of Bp. Head <strong>the</strong> ship on <strong>the</strong> east or west direction and adjust <strong>the</strong> position /number of <strong>the</strong> Fore aft and magnets to<br />
nullify <strong>the</strong> deviation.<br />
Once <strong>the</strong> vessel is back in higher latitudes, Repeat <strong>the</strong> above procedure to eliminate and calculate <strong>the</strong> deviation<br />
due to Bi but eliminate <strong>the</strong> deviation by adjusting <strong>the</strong> Flinder bar’s position and numbers (Having corrected <strong>the</strong><br />
Bp at <strong>the</strong> equator, all <strong>the</strong> deviation being caused at <strong>the</strong> East/West headings is due to Bi only)
Compass adjuster method:<br />
With his experience on similar vessel <strong>the</strong> adjuster allots a value of deviation for Bi and corrects eliminates that<br />
amount if deviation caused by Bi by adjusting <strong>the</strong> position of Flinder bars. <strong>The</strong>n <strong>the</strong> Bp is eliminated by<br />
adjusting <strong>the</strong> fore aft permanent magnet position and numbers.<br />
Home coaster method: Since <strong>the</strong> vessel is going to be on <strong>the</strong> coast and <strong>the</strong>re will be no appreciable change of<br />
latitude and all <strong>the</strong> deviation caused on <strong>the</strong> E/W courses is corrected by <strong>the</strong> use of F/A method. Since <strong>the</strong><br />
Latitude is not changing <strong>the</strong> Bi will also not change and has been eliminated by <strong>the</strong> F/A method.<br />
Two different latitude method:<br />
<strong>The</strong> coefficient of B is noted at 2 different latitude that <strong>are</strong> widely separated. No correction or adjustment is<br />
made to <strong>the</strong> corrector magnets. A calculation is made and <strong>the</strong>n Bp and Bi values found <strong>are</strong> eliminated separately<br />
using Flinder bars and F/A magnets<br />
Co-efficient C:<br />
This is <strong>the</strong> algebraic sum of Ci (Induced) and C (p).<br />
Ci is <strong>the</strong> deviation caused due to magnetism induced in <strong>the</strong> vertical symmetrical soft iron on <strong>the</strong> port and<br />
starboard side of <strong>the</strong> <strong>compass</strong>.<br />
Usually Ci gets cancelled out if <strong>the</strong> <strong>compass</strong> is situated in <strong>the</strong> centre. In case where <strong>the</strong> symmetry is disturbed or<br />
if <strong>the</strong> <strong>compass</strong> is not lying at <strong>the</strong> center <strong>the</strong> Ci can cause deviation.<br />
Correction:<br />
This is eliminated by <strong>the</strong> use of Flinder bar which is slewed out to cancel <strong>the</strong> effects of asymmetry.<br />
Co-efficient Cp:<br />
This is <strong>the</strong> deviation caused by <strong>the</strong> permanent magnetism of <strong>the</strong> ships athwart ship component. This is formed<br />
during <strong>the</strong> ships construction.<br />
This is maximum on north south courses<br />
Does not change value with latitude or Hemisphere<br />
Correction:<br />
This deviation is corrected by <strong>the</strong> use of Athwartship permanent magnets.<br />
An equal and opposite pole to that of <strong>the</strong> ships pole is used to nullify <strong>the</strong> deviation.<br />
Coefficient D:<br />
This is has 2 components <strong>the</strong> Fore / Aft and Athwartship component but <strong>the</strong> deviation is mainly caused by <strong>the</strong><br />
Athwart ship soft iron only. <strong>The</strong> proximity of <strong>the</strong> <strong>compass</strong> in <strong>the</strong> usual construction of vessels results in <strong>the</strong><br />
atwartship component causing <strong>the</strong> deviation. (ICHAS – Induced continuous horizontal athwartship soft iron).<br />
This deviation is maximum on quadrantal courses and nil on cardinal courses. Thus it is called a quadrantal<br />
error. Change in latitude/hemisphere does not change <strong>the</strong> net deviation since both <strong>the</strong> horizontal and athwartship<br />
components change proportionately.<br />
Correction:<br />
Quadrantal error corrector sphere <strong>are</strong> used (Soft iron spheres also called <strong>the</strong> Kelvin’s sphere)<br />
<strong>The</strong> vessels construction results in +D (Easterly deviation in NE course)
Coefficient E<br />
This is caused due to induced magnetism in <strong>the</strong> horizontal soft iron located symmetrically about 45 deg from<br />
<strong>the</strong> <strong>compass</strong> position.<br />
This is corrected by <strong>the</strong> slewing of Kelvin’s spheres at <strong>the</strong>ir athwartship position to cancel this deviation.<br />
Coefficient J (Heeling error)<br />
This is <strong>the</strong> ma<strong>the</strong>matical representation of <strong>the</strong> deviation caused when <strong>the</strong> vessel is heeled to port or stbd by 1<br />
deg.<br />
This has 4 components:<br />
1. Deviation due to Vertical component of <strong>the</strong> ships permanent magnetic field. Maximum deviation in <strong>the</strong> north<br />
and south courses and does not change with latitude or hemisphere. (Corrected by Heeling error magnets)<br />
2. Deviation due to Induction of vertical soft iron component below <strong>the</strong> <strong>compass</strong>. Maximum on North and<br />
South courses but changes in strength and polarity with latitude and Hemisphere (Corrected by Heeling error<br />
magnets)<br />
3. Vertical induction of Horizontal athwartship soft iron as <strong>the</strong> vessel rolls. Changes in polarity with <strong>the</strong><br />
hemisphere. In sou<strong>the</strong>rn hemisphere it will be low sided deviation and in <strong>the</strong> nor<strong>the</strong>rn hemisphere it will be high<br />
sided deviation. This is corrected by <strong>the</strong> presence of Kelvin’s spheres. Maximum deviation on North and South<br />
courses<br />
4. Horizontal induction of Fore and Aft soft iron, terminating below <strong>the</strong> <strong>compass</strong> position. Maximum on North<br />
south courses and nil on East/West courses.<br />
Heeling error is corrected by <strong>the</strong> use of Vertical permanent magnets Heeling error magnets in a bucket placed<br />
below <strong>the</strong> <strong>compass</strong>.<br />
<strong>The</strong> bucket is attached to a chain and its position can be adjusted by adjusting <strong>the</strong> chain. <strong>The</strong> bucket has holes to<br />
vary <strong>the</strong> number of magnets.<br />
At <strong>the</strong> equator <strong>the</strong> bucket is placed at its lowest position and far<strong>the</strong>st from <strong>the</strong> <strong>compass</strong>. As <strong>the</strong> latitude increase<br />
<strong>the</strong> bucket is placed closer to <strong>the</strong> <strong>compass</strong> by adjusting <strong>the</strong> bucket.
3.<br />
<strong>Magnetic</strong> bearing of an object is found out by taking bearings of a chosen object from all cardinals adding all<br />
<strong>the</strong> values and <strong>the</strong>n dividing by <strong>the</strong> number of cardinals.<br />
4.<br />
<strong>The</strong> object chosen for swinging should be at least 15 miles (to avoid parallalax error)<br />
5.<br />
<strong>The</strong> heeling error bucket is in <strong>the</strong> way and hence in order to maintain symmetry <strong>the</strong> F/A correctors <strong>are</strong> placed on<br />
both sides for Bp correction.<br />
6. Two correctors at bottom <strong>are</strong> preferable to one single corrector at <strong>the</strong> top in order to avoid parallax error and<br />
also to produce uniform field.<br />
7.<br />
This is a combination of alcohol and distilled or Bayol. <strong>The</strong> alcohol is used to prevent <strong>the</strong> water from freezing<br />
and <strong>the</strong> water is added to prevent <strong>the</strong> alcohol from evaporating. In case of Bayol it is a special liquid and has <strong>the</strong><br />
R.D to give horizontal stability to <strong>the</strong> card movement and also <strong>the</strong> buoyancy for <strong>the</strong> card itself to reduce friction<br />
at <strong>the</strong> pivot point.<br />
8.<br />
One magnetic <strong>compass</strong> is required and one more if <strong>the</strong>re is no Gyro at <strong>the</strong> steering position<br />
9.<br />
It should be kept safely stowed where it is away from magnetic influence and any shock.<br />
10.<br />
<strong>The</strong> following information is available from <strong>the</strong> deviation card:<br />
Size, position and number of all correctors<br />
Deviation curve<br />
Name of <strong>the</strong> vessel<br />
Name of <strong>the</strong> adjuster<br />
Date and place of adjustment of <strong>compass</strong><br />
11.<br />
<strong>The</strong> efficiency of <strong>the</strong> <strong>compass</strong> can be ascertained by <strong>the</strong> following:<br />
<strong>The</strong> value of <strong>the</strong> deviation after correction should be low and symmetrical on all headings<br />
<strong>The</strong> directional force especially at higher latitudes<br />
Steady movement on all headings<br />
12.<br />
Terminating material is those ships material that can produce magnetic poles above or below <strong>the</strong> <strong>compass</strong> in<br />
any direction<br />
13.
When <strong>the</strong> new vessel has just been delivered from <strong>the</strong> yard<br />
After one voyage of <strong>the</strong> new vessel where <strong>the</strong> magnetic characteristics have settled down<br />
When in an old vessel <strong>the</strong> deviations begin to be large and unsymmetrical etc<br />
At least once every two a year to check <strong>the</strong> total deviation on all headings<br />
When <strong>the</strong> vessel has been laid upon one heading for a long time<br />
When considerable alteration has been done to <strong>the</strong> ships steel work<br />
When <strong>the</strong> vessel has suffered severe force by way of collision or contact with structures or <strong>the</strong> vessel was on<br />
fire or struck by lightening<br />
When <strong>the</strong> ship has loaded magnetic cargo<br />
14.<br />
<strong>The</strong> Coefficient B has to be adjusted since it has not been split correctly.<br />
15.<br />
Large yaw appearing on North/south course is due to Heeling error. Correct it with <strong>the</strong> heeling error bucket.<br />
(Latitude correction)<br />
16.<br />
<strong>The</strong> larger of <strong>the</strong> two should be corrected first<br />
17.<br />
At <strong>the</strong> lowest position far<strong>the</strong>st from <strong>the</strong> Compass needle<br />
18.<br />
<strong>The</strong> Flinder bars <strong>are</strong> offset to eliminate <strong>the</strong> Ci deviation due to unsymmetrical VSI on one side.<br />
19.<br />
Head <strong>the</strong> vessel in East or west heading. Check <strong>the</strong> deviation. Invert <strong>the</strong> <strong>compass</strong> and wait for a while. <strong>The</strong><br />
deviation should come back to <strong>the</strong> same value if it does not <strong>the</strong>n <strong>the</strong> Flinder bars is exhibiting hard iron<br />
properties and needs to be annealed to bring back its soft iron properties.<br />
20.<br />
Head on quadrantal course and check <strong>the</strong> deviation. <strong>The</strong>n Slew <strong>the</strong> spheres through 90 degrees and 180 degrees<br />
and wait for some time after which recheck <strong>the</strong> deviation if not same <strong>the</strong>n <strong>the</strong> spheres have lost <strong>the</strong>ir soft iron<br />
properties and needs to be annealed.<br />
21.<br />
<strong>The</strong> process of annealing removes <strong>the</strong> permanent magnetism and returns <strong>the</strong>m to <strong>the</strong>ir original state of soft iron<br />
(ensure to cool <strong>the</strong>m slowly in air)
22.<br />
<strong>The</strong> vessel should be in sea going condition with all her equipments in place and secured (Cranes etc)<br />
<strong>The</strong> vessel should be upright and possible on even keel<br />
Any unnecessary metal/magnetic materials to be removed from <strong>the</strong> vicinity of <strong>the</strong> <strong>compass</strong><br />
Check <strong>the</strong> initial position of all correctors as per <strong>the</strong> deviation card<br />
Check <strong>the</strong> condition of <strong>the</strong> <strong>compass</strong> (binnacles, lights, movement of card, Bubbles etc)<br />
Ensure that a good swinging <strong>are</strong>a free from traffic, magnetic anomaly, having good under keel clearance,<br />
devoid of obstructions (magnetic materials), away from off shore structures is used<br />
Ensure all sp<strong>are</strong> correctors, binnacles etc is stowed away.<br />
Check for app<strong>are</strong>nt A error causes (Lubber line, <strong>Magnetic</strong> <strong>compass</strong> positioning, Prism errors etc)<br />
23.<br />
Yes as long s <strong>the</strong> new <strong>compass</strong> is in good condition.<br />
24.<br />
<strong>The</strong>y correct <strong>the</strong> Quadrantal error (Coefficient D)<br />
<strong>The</strong>y improve <strong>the</strong> direction force of <strong>the</strong> <strong>compass</strong> and hence <strong>the</strong> readings <strong>are</strong> better<br />
<strong>The</strong>y also correct <strong>the</strong> 3 rd cause of Heeling error<br />
25.<br />
Measure <strong>the</strong> fore and aft line accurately using yard sticks and realign <strong>the</strong> bolts on <strong>the</strong> <strong>compass</strong> bottom to bring it<br />
in <strong>the</strong> line and on <strong>the</strong> line<br />
26.<br />
<strong>The</strong> ships multiplier also referred to as λ2 and is <strong>the</strong> ratio of <strong>the</strong> ships directional force and <strong>the</strong> earth’s<br />
directional force and is a figure little less than 1. Used for calibrating <strong>the</strong> VFI prior correcting <strong>the</strong> Heeling error.<br />
27.<br />
28.<br />
Check deviation card details<br />
Ascertain if all <strong>the</strong> details in <strong>the</strong> card and <strong>the</strong> correctors <strong>are</strong> in place.<br />
Check <strong>the</strong> condition of <strong>the</strong> <strong>compass</strong> bowl and <strong>the</strong> glass<br />
Check for any bubbles<br />
Check for <strong>the</strong> free movement of <strong>the</strong> gimbals<br />
Check for <strong>the</strong> free movement of <strong>the</strong> card by using a magnet to deflect <strong>the</strong> card<br />
Check <strong>the</strong> Flinder bars and <strong>the</strong> spheres for any signs of Permanent magnetism<br />
Check if <strong>the</strong> binnacle is in <strong>the</strong> F/A line and on <strong>the</strong> fore aft line<br />
Check <strong>the</strong> accuracy of <strong>the</strong> mirro by taking one celestial bearing and one terrestrial bearing.
29.<br />
15 miles from a conspicuous object<br />
Free from traffic / focal point<br />
Away from metal structures, outfalls etc<br />
Deep water (UKC / Turning circle)<br />
No <strong>Magnetic</strong> anomalies<br />
30.<br />
<strong>The</strong>y <strong>are</strong> correcting for Coefficient E (Induce asymmetrical horizontal soft iron in F/Aft plane).<br />
Procedure for <strong>compass</strong> correction<br />
Tentative swing:<br />
Decide on <strong>the</strong> direction of swing<br />
Commence <strong>the</strong> swing (Tight turning circle)<br />
Obtain magnetic bearing of a distant object at all cardinals and get <strong>the</strong> average of this value which is <strong>the</strong><br />
magnetic bearing.<br />
Head East take bearing and remove all deviation using F/A correctors (Bp)<br />
Head South take bearing and remove all deviation using Athwartship correctors (cp)<br />
Head West take bearing and remove Half of Deviation using F/A correctors<br />
Head North take bearing and remove Half of Deviation using athwartship correctors (cp)<br />
Head in NE (inter cardinal) heading take a bearing and remove half of <strong>the</strong> deviation using Spheres<br />
Head in SE take bearing and remove half of <strong>the</strong> deviation using F/A correctors (Bp)<br />
Make a full swing and get a deviation curve and see if <strong>the</strong> deviation observed is symmetrical and of low value.<br />
Analysis method:<br />
Analysis of <strong>the</strong> various deviations <strong>are</strong> carried out and correctors placed. A magnetic bearing is obtained and<br />
used as a reference to correct <strong>the</strong> deviation. If vessel’s position is exactly known <strong>the</strong> true bearing can be<br />
obtained and taken out from <strong>the</strong> variation gives <strong>the</strong> <strong>Magnetic</strong> bearing. A true bearing of <strong>the</strong> astronomical object<br />
should be continuously taken to ascertain <strong>the</strong> True bearing and subsequently <strong>the</strong> magnetic bearing can be<br />
obtained by taking off <strong>the</strong> variation.<br />
Co-efficient Bi – Flinder Bars<br />
Flinder bar is first placed to adjust <strong>the</strong> Bi. An approximated value is corrected for 3-4 degrees when <strong>the</strong><br />
<strong>compass</strong> is heading east or west.<br />
On ships with +ve Bi (usually) <strong>the</strong> Flinder bar is placed Forward of <strong>the</strong> binnacle.<br />
In cases where <strong>the</strong>re is –ve Bi (Funnel /Mast forward of <strong>the</strong> binnacle) <strong>the</strong> Flinder bar is placed aft of <strong>the</strong><br />
Binnacle.
Coefficient D – Kelvin’s spheres<br />
Take a bearing on <strong>the</strong> cardinal heading (all four) and average out <strong>the</strong> magnetic bearing.<br />
Now obtain Bearing on Inter cardinal headings and average out <strong>the</strong> magnetic bearing.<br />
<strong>The</strong> difference in bearing is <strong>the</strong> deviation due to D. Correct it by adjusting <strong>the</strong> Spheres. Move <strong>the</strong> spheres closer<br />
till <strong>the</strong> deviation is removed.<br />
Heeling error correction: Co-efficient J<br />
Obtain <strong>the</strong> value of ships multiplier and adjust <strong>the</strong> shore to ship Hf ration using <strong>the</strong> VFI (Vertical force<br />
instrument). Use <strong>the</strong> VFI instrument and adjust <strong>the</strong> heeling error bucket position to cancel out <strong>the</strong> heeling error.<br />
<strong>The</strong> VFI is calibrated ashore. Vessel is steadied on <strong>the</strong> east west course and <strong>the</strong> bowl removed and replaced with<br />
<strong>the</strong> VFI in <strong>the</strong> same position as <strong>the</strong> <strong>compass</strong> needle would be. <strong>The</strong> Heeling error magnets <strong>are</strong> adjusted in<br />
number and position of buckets adjusted so as to make <strong>the</strong> VFI needle horizontal. Thus <strong>the</strong> heeling error is<br />
removed for that latitude.<br />
<strong>The</strong> Larger of <strong>the</strong> B or C should be corrected first.<br />
Permanent Bp –<br />
Head <strong>the</strong> vessel in East west direction obtain <strong>the</strong> Bearing and comp<strong>are</strong> with <strong>the</strong> magnetic bearing obtain <strong>the</strong><br />
deviation and using F/A magnets correct it.<br />
Permanent Cp -<br />
Head <strong>the</strong> vessel on North / South heading and obtain Bearing comp<strong>are</strong> with magnetic bearing and obtain<br />
deviation. Using athwartship magnets correct it.<br />
Now corrections should be made for Ci and E and A if any. <strong>The</strong>se <strong>are</strong> best left uncorrected and applied for.<br />
Carry out a complete swing and obtain deviation card. Confirm <strong>the</strong> low value of deviation and also <strong>the</strong><br />
symmetry.<br />
Record all <strong>the</strong> position of <strong>the</strong> correctors. (Number and color)<br />
Position of carrying out <strong>the</strong> swing.<br />
Order of placing magnetic correctors:<br />
1. Flinder bars: <strong>The</strong>se should be placed first since <strong>the</strong>y will correct Bi but create a D error which has to be<br />
corrected by <strong>the</strong> spheres.<br />
2. <strong>The</strong> Kelvin’s spheres <strong>are</strong> to be used to correct D and <strong>the</strong>y will also be correcting <strong>the</strong> 3 rd cause of Heeling<br />
Error (Athwartship horizontal). <strong>The</strong>ir presence increase <strong>the</strong> directive force hence <strong>the</strong> bearings <strong>are</strong> better<br />
in quality and accuracy.<br />
3. <strong>The</strong> heeling error corrector bucket for correcting (J)<br />
4. Bp and Cp which ever of <strong>the</strong>m is <strong>the</strong> largest.
Additional questions:<br />
How to correct heeling error if noVFI available<br />
Head <strong>the</strong> vessel on <strong>the</strong> North/South course and Heel <strong>the</strong> vessel and adjust <strong>the</strong> heeling error magnets and bucket<br />
position to correct deviation due to heeling error.<br />
What is <strong>the</strong> distance of <strong>the</strong> corrector from <strong>the</strong> <strong>compass</strong> needle<br />
Not less than twice <strong>the</strong> length of <strong>the</strong> correctors in order tohave a uniform correcting magnetic filed.<br />
Vessel heading east – Deviation is 9 degrees, you found <strong>the</strong> Blue end of <strong>the</strong> corrector in forward position,how<br />
will you correct<br />
This ship has a Red forward hence has been corrected by using <strong>the</strong> blue end forward. But too much of Blue<br />
corrector so ei<strong>the</strong>r reduce <strong>the</strong> Magnet or increase <strong>the</strong> distance to reduce <strong>the</strong> deviation by 8 degrees<br />
Vessel heading SE- westerly deviation how to correct<br />
Bring <strong>the</strong> quadrantal error correctors (Kelvin’s spheres) more close as <strong>the</strong>y <strong>are</strong> supposed to produce +E<br />
correction<br />
Vessel laid up in Fleetwood for 2 months and now proceeding of westerly heading found large deviation what is<br />
<strong>the</strong> deviation likely to be easterly or westerly?<br />
Easterly<br />
Why is <strong>the</strong> ship swung slowly<br />
To avoid gaussing error