Application of Error to a Compass

(Material courtesy of A.N.T.A. publications, edited html extracts Ranger Hope 2008,)

The courses and bearings laid on a chart are true, but we steer courses
and take bearings using a compass.
The compass used in small vessels is more commonly a magnetic
compass, although some may be fitted with a gyro compass.
It is suggested that this section be read in conjunction with Learning
Outcome 7 on magnetic compass and azimuth circle.
Firstly, we will deal with the magnetic compass and the errors involved.
The difference between direction as measured by the compass and the
true direction as measured on the chart is termed compass error, stated
differently: - It is the angular difference between true north and compass
north. It is named east or west to indicate the side of true north on which
the compass north lies.

Figure 2.14: Direction of Compass Error

The Compass Error is a combination of two separate and distinct

components, namely variation and deviation.

Variation
When influenced only by the earths magnetic field, a compass needle will
point towards the earths north magnetic pole. This pole is located
somewhere to the north ofCanada and is slowly moving.
Examination of a globe will show that from a position on the East Coast of
Australia the compass will point in a direction to the east of true north. This
is magnetic north, and the angle between it and true north is called
variation. In our case variation is east.
To find the value of variation for any position simply consult the nearest
compass rose on a marine chart. The variation will be given for a specified
year, together with the rate of change, allowing calculation of variation for
any subsequent year. See appendix for variation chart of the world.
Example
Chart Aus 823 gives the following information on the compass rose to the
south of St Bees Island:
Mag Var 840E (1979) Increasing about 2 annually.
In 1997 the variation will have increased by 2 each year for 18 years, a
total of 36. Adding this to 840 we find that the variation for 1997 is 916E.
Now we will consider Deviation.

Deviation
In the unlikely event that a vessel is constructed entirely from non magnetic
materials and has no electronics close to the compass, variation is the only
error which will need to be accounted for. In all other cases the vessel
and/or its equipment will create magnetic fields of their own. Some of
these will be built into the vessel on the slip, others will change as the
vessel moves around within the influence of the earths magnetic field.
The compass adjuster is usually able to reduce the effect of the vessels
magnetic fields, but the causes are so complex that it is inevitable that

some effects remain. For the ships compass to work at all the effect of the
ships magnetism must be less that the force of the earths magnetic field.

To illustrate the effect of the vessels own magnetic field, imagine a vessel
on which the compass needle is attracted towards the stern. When that
vessel is heading towards magnetic north the effect of the pull towards the
stern is to reduce the directive force at the compass but not to deflect it
from magnetic north. As the vessel turns onto easterly headings the
compass needle is deflected towards the stern i.e. towards west. When the
vessel heads west the compass needle is deflected to the east. There will
be no deflection when the vessel heads south, but an increase in directive
force.
This deflection of the compass away from magnetic north is called
deviation. As with variation it is named East or West and the value will
change according to the ships heading. A deviation card is produced by
the compass adjuster when the vessel is first commissioned and at
intervals throughout its life. It is displayed close to the compass
position. An example of a deviation card can be found on Page 78.
The relationship between compass, magnetic and true courses and
bearings is shown in the following diagram.

Figure 2.15: Relationship between Compass, magnetic and truc courses and bearings.

Rules for applying Variation and Deviation.

To avoid drawing diagrams every time variation and deviation are applied, a
number of memory aids have been developed to clarify the rules of
application:
Television Makes Dull Company (T V M D C) reminds us that to true we
must apply the variation to find magnetic, and to this we apply deviation to
arrive at compass (course or bearing).
If we start with a compass bearing and wish to convert it to true so that it
can be used on the chart the order of operation is reversed (C D M V T).
Having decided the correct order in which to apply variation and deviation,
we need to know whether the correction should be added or
subtracted. This may be decided using the word:
CAD E T
This simply indicates that to get from compass to true (the end
points) we Add East.
Given that we add east (deviation or variation) it follows that we must
subtract west (deviation or variation).
It also follows that if we add east to get from compass to true, we should
add west when going from true to compass.
A simple layout for applying these rules is shown on the next page.

Compass Error
If we expect to take several bearings whilst steering the one steady course
it makes good sense to arrive at a single correction to apply to all those
bearings. Remembering that the variation remains effectively the same
whilst operating in one area, and that deviation only changes when we
change course, we can find the compass error for the course being steered
and apply that to all bearings taken whilst on that course.
Example:
We are steering 076(C). The deviation from the deviation card for 076 is
3W and the variation from the chart is 11E. The compass error
(combined variation and deviation) is therefore 8E. Since we are
converting compass bearings to true we add East (CADET).

Therefore whilst steering 076(C) add 8 to any compass bearing to

convert it to true.

Simple layout for applying variation and deviation.

(Deviation is taken from the deviation table at the end of this section.)

1.

Changing from compass to true.

Compass Course
Deviation
Magnetic Course
Variation
True course

2.

215 (C)
6 W

(in this case between 210 and 220)

209 (M) (add E so subtract W)

11 E
220 (T)

(from chart)
(add E)

Changing from true to compass

True Course

220 (T)

Variation

- 11 E

Magnetic Course

209 (M) (from T to C subtract E)

Deviation

+ 5 W (from table for 210)

Compass course

(from chart)

214.5 (C) (add W)

For most practical purposes this compass course is sufficiently accurate,

but to be strictly correct we should re-enter the deviation table with a
Compass Course of 214, rather than the magnetic course of 209. In this
case deviation would be 6W and the total working as follows:True Course
Variation
Magnetic Course
Deviation
Compass Course

220 (T)
11 E
209 (M)
5.5 W ( Deviation (2)
215 (C)

214.5 (C)

6 W)
Compass Course

The difference is rarely likely to be great, but beware a deviation card which
indicates rapid changes in deviation.

When working with bearings the same lay-out is followed

but remember that the deviation table is entered with Ships Head, Not
Bearing.

The Gyro Compass

Although it is popularly believed that the gyro compass indicates true North,
this is not necessarily the case.
The gyro is subject to course, speed and latitude errors. These are kept to
the minimum by input corrections.
The gyro error is rarely more than one or two degrees for a correctly
maintained gyro.
To avoid confusion with magnetic errors, gyro error is named high (H) or
low (L).
Gyro error is named high when the gyro course or bearing is higher than
the true course or bearing. Therefore high error must be subtracted from
the gyro reading to obtain the true reading. The opposite applies to low
error.
Example
Gyro error is known to be 2 high. The true course to be steered is
076. What is the gyro course?
True Course
Gyro error
Gyro Course

076
2 H
078

A bearing taken with the same gyro gives 246 (G). What is the true
bearing?
Gyro bearing
Gyro error
True bearing

246
2 H
244

Relative Bearings
When bearings are taken using a pelorus, or by radar with
an unstabilised display (ships head up), the bearing taken will be
measured relative to the ships head, rather than north.
Such a relative bearing must be applied to the true ships head to arrive at
a true bearing for plotting on the chart. This will entail changing the
compass course to true and then adding the relative bearing (if in
360 notation).
Using 360 notation is now normal practice, but if the relative bearing is a
given number of degrees Green (starboard) then it is also added. If the
relative bearing is a given number of degrees Red (port), then it is
subtracted. In the example below the relative bearing would have been
Red 86. To subtract this from the true course it would have been
necessary to first add 360. The answer is again 352 (T).

Figure 2.16: Relationship between True and Relative Bearings

Example for Relative Bearing Working

A vessel is steering 073 (C)

Compass

073 (C)

Deviation is 4W

Magnetic

069 (M)

Variation 9 E

True

078 (T)

The relative bearing of Edward Island Light is

274 (Rel)

What is the true bearing of Edward Island Light?

Rel. Brng.

274 (R)

True Brng.

352 (T)

We now have to consider the checking of a Deviation Card,

and keeping a record book.
To find the Compass Error by Observation
If there is some doubt as to the accuracy of the deviation card, or in any
case as a periodical check, the deviation can be determined by one of two
simple methods :

By Transit Bearings
When two well charted objects are in transit a compass bearing is taken.
The true bearing is taken from the chart using parallel rulers.
Comparison of the compass bearing and the true bearing gives the
compass error.
A transit bearing when two or more objects lie on the same line, as in
Figure 2.17.
If the deviation is required it is calculated by applying the charted variation
to the compass error.

Try checking the compass error using an azimuth circle on your compass
and a Transit Bearing. A more difficult one is using a pelorus for a Relative
Bearing, then converting this to a Compass Bearing.
Ask the Master to show you. Then practice.
Example:
In this case a bearing has been taken of Leading Lts 045
True Bearing
Compass Bearing

045
048

Compass Error

3 W

Variation

11 E

therefore Deviation

8 E

Figure 2.17: Compass

Error
by Transit using a Azimuth
Circle.
(Drawing by courtesy of Small Ships Manual)

In the second method you require to know your exact position, this can be
obtained by :A.
B.
C.

Corrected G.P.S.
Ranges from radar
Ranges from Vertical Sextant Angles

The object should be on the chart and well distanced from the vessel.

By Bearing from a Known Position

When the vessels position is accurately fixed, a compass bearing may be
taken of a well charted and distant object, say a tower (as in Figure 2.18).
The true bearing can again be taken from the chart using parallel
rulers. Calculation made as above.
Any small change in the vessels position whilst swinging will have a
negligible effect on the true bearing if the chosen object is sufficiently
distant.

Figure 2.18: Compass Error from a known position

Example:
True bearing
Compass bearing

050
033

Compass error

17 E

Variation

11 E

Deviation

6 E