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Calculating Compass Error On Ships
Calculating Compass Error On Ships
The courses and bearings laid on a chart are true, but we steer courses and
take bearings using a compass.
The difference between direction as measured by the compass and the true
direction as measured on the chart is termed compass error, stated differently:
Variation
When influenced only by the earth’s magnetic field, a compass needle will
point towards the earth’s north magnetic pole. This pole is located somewhere
to the north of Canada 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:
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 916’E.
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 earth’s magnetic field.
The compass adjuster is usually able to reduce the effect of the vessel’s
magnetic fields, but the causes are so complex that it is inevitable that some
effects remain. For the ship’s compass to work at all the effect of the ship’s
magnetism must be less that the force of the earth’s magnetic field.
To illustrate the effect of the vessel’s 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.
The relationship between compass, magnetic and true courses and bearings
is shown in the following diagram.
Figure 2: 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:
If we start with a compass bearing and wish to convert it to true 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:
CADET
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).
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 Ship’s Head, Not Bearing.
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 2 H
A bearing taken with the same gyro gives 246 (G). What is the true bearing?
Gyro error 2 H
Relative Bearings
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).
Every opportunity to check the accuracy of your compass and (deviation card)
must be taken while within coastal observations of charted objects. 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
4.
Example:
Compass Error 3 W
Variation 11 E
therefore Deviation 8 E. As this does not agree with the deviation card as
above, checks must be made to see if magnetic objects have been
temporarily left near the compass, and if not, then the compass should be
swung by a compass adjuster at the earliest opportunity..
In the second method you require to know your exact position, this can be
obtained by :-
A. Corrected G.P.S.
The object should be on the chart and well distanced from the vessel.
The true bearing can again be taken from the chart using parallel
rulers. Calculation made as above.
Any small change in the vessel’s position whilst swinging will have a negligible
effect on the true bearing if the chosen object is sufficiently distant.
Example:
True bearing 050
Variation 11 E
Deviation 6 E
As this does not agree with the deviation card as above, checks must be
made to see if magnetic objects have been temporarily left near the compass,
and if not, then the compass should be swung by a compass adjuster at the
earliest opportunity..
Deviation Card 1
Deviation Card 2
Deviation Card 3
For all practical purposes it is unlikely to be possible to steer a small craft with
accuracy of 0.5. Calculations to 1 degree will therefore be sufficient.