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➣ COMPASS DEVIATION
ANALYSIS

Compass deviation follows a compound wave

pattern: a complex wave that is the sum of simple
sine and cosine waves. This pattern can be
analyzed and broken down into its constituent
components, called the five Apparent Coefficients.
Each Coefficient is associated with a certain type of
magnetic interference with a certain pattern, and
each type is corrected individually. Knowing the
Coefficients makes for extremely efficient and
scientifically accurate adjustments.

Deviation curve example from the Handbook for Magnetic

Compass Adjustment, including the equation that describes
compass deviation, published by the National Geospatial-
Intelligence Agency (formerly Pub. HO226).

The Five Coefficients

Compass deviation is typically divided into five
Coefficients: A, B, C, D, & E. These Coefficients are
the amplitudes of each wave that, added together,
make up the complex deviation wave. This is
described by the above equation, where phi is the
compass heading. For mathematical purposes,
easterly deviation is considered positive and
westerly deviation is considered negative.

Coefficient A is a constant error that is the same

magnitude and sign (+/-) on all headings. This can
arise from several sources. 1) The compass is not
installed with its lubber line parallel to the fore/aft
axis of the vessel—this is corrected by rotating the
compass. 2) The compass card is defective
(magnetic axis of the card is not lined up with the
numbers on the card)—requires a repair or a new
compass. 3) The heading reference used to swing
ship has a constant error (i.e. gyro error, or
incorrect variation used)—if this can be verified,
the A error can be disregarded. 4) In rare cases, A
error can be caused by a specific orientation of soft
iron (induced magnetism).

Coefficient B varies as a function of the sine of the

compass heading. B error has its maximum
influence on East and on West. It is associated with
fore/aft permanent magnetism in the vessel, and is
corrected with fore/aft magnets.

Coefficient C varies as a function of the cosine of

the compass heading. C error has its maximum
influence on North and South. It is associated with
athwartships permanent magnetism, and is
corrected with athwartships magnets.

Coefficient D varies as a function of the sine of

twice the compass heading. D error is associated
with induced magnetism caused by symmetrical
soft iron: magnetism induced in the vessel by the
Earth’s magnetic field, the force and direction of
which varies with the vessel’s heading. It is often
corrected with quadrantal spheres.

Coefficient E varies as a function of the cosine of

twice the compass heading. E error is associated
with induced magnetism caused by asymmetrical
soft iron (imagine a compass off-center, as it would
be installed on an aircraft carrier). It is corrected by
either slewing the quadrantal spheres, or by
installing additional quadrantal spheres at a 45
degree angle to the fore/aft axis of the vessel.

 Compass Deviation Curve … Log In or Sign Up   

     
1

y = A + B sin x +C cos x+ 


2

A=1 

3

B = −2 

C = 1.5 

D=2 

E = −0.5 



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The graph above simulates deviation curves based on

magnitude and sign of errors selected by the sliders.
As in the above example, the y axis is compass
deviation, and the x axis is compass heading.

Other Types of Deviation

Vertical interference, sometimes called Coefficient
J, is corrected with a vertical magnet directly
underneath the compass called a heeling magnet.
This corrects for heeling error, which is the result
of the ship’s vertical magnetism manifesting itself
in the horizontal plane when the ship rolls, thus
deflecting the compass, and making its heading
indication unsteady.

Transient Deviations can occur in situations where

electronics or DC current (or even AC current, if it is
intermittent) can deflect the compass temporarily.
One common example is a windshield wiper motor
installed on the window near the compass. There
are not always solutions to these issues, but once
they are known, the pilot can beware. Also, a poorly
adjusted compass (one that indicates incorrectly)
will suffer significantly larger twitches from
sources of transient magnetism than an adjusted
one. An adjusted compass, although not impervious
to transient deviations, is much more robust in its
heading indication when faced with such
problems.

The Flinder’s Bar is a cylinder of soft iron

commonly mounted in front of the compass, which
corrects for the horizontal effect of vertical
induction in the ship’s soft iron—an effect which
varies with latitude. To be more precise, it varies
with the angle of the Earth’s magnetic field, also
known as the Dip Angle, which changes drastically
depending on your latitude. This type of error has
its maximum influence on East and West, and is
called Induced B error. If observations of compass
deviation on East and West are taken at both a high
latitude and a low latitude, math can be employed
to Split B: determine how much B correction is
needed from B magnets (fore/aft magnets) and how
much from the soft iron of the Flinder’s bar. When
these are properly balanced, compass deviation will
not change with latitude.

For further reading on methods of

determining the values of the Apparent
Coefficients, see the American Practical
Navigator (Bowditch), Chapter 6. An
excellent overview of the topic can also be
found in the Handbook of Magnetic
Compass Adjustment.

Footnotes to the above…

• The Apparent Coefficients are values which are

relative to the strength of the interfering forces
and the strength of the Earth’s field at the
compass position. This is convenient: if B=2,
that means 2 degrees of B error is in the
deviation pattern. But there are also Exact
Coefficients, whose values are the actual
magnetic force being exerted on the compass
needle. These are difficult to determine, and for
practical purposes, they never need to be
considered.

• Deviation as described by the above equation is

a function of the compass heading, NOT a
function of the magnetic heading (because the
effect of interfering forces depends on the
orientation of the compass needle with respect
to the ship).

• If compass deviations exceed thirty or forty

degrees, the coefficients begin to influence one
another on a scale that wrecks traditional
analysis. At this scale, the compass could
easily be stuck on one heading, be completely
unsteady, or behave so strangely that the data
gathered from a swing is useless. This is
common on brand new steel vessels. Often
some examination with a magnetometer is
required to determine the initial adjustments
to make, before the compass begins to function
and becomes susceptible to a traditional
adjustment.

For compass adjustments and

related inquires, contact:
JACK.BURKS@COMPASSADJUST.COM
540.458.1313

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