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1. Turning Errors
a. The magnetic compass gives erroneous turn
indications when
the aircraft is flying near headings of north or south.
b. The magnitude of error varies with angle of bank and proximity to
north or south headings. The error becomes progressively smaller as
east
or west headings are approached. The error also depends on the latitude
at which the aircraft is flying.
c. All methods of compensating for turn error in medium latitudes are
based on using a definite and constant bank between 15° and
18°.
2. Northerly Turning Error
a. Fly a north heading long enough for the compass to
settle
down (wings must be level).
b. Enter a turn toward the west. The compass immediately indicates
a turn in the opposite direction, i.e., toward the east. (Return to the
north heading.)
c. Enter a turn toward the east. The compass indicates a turn toward
the west. (Return to the north heading.)
d. Enter a very shallow banked turn toward the west. The compass
indicates
momentarily that a straight course is being maintained. Point out that
the wings must be level to avoid turn errors. Repeat the demonstration
in a shallow turn toward the east.
e. Enter a steep turn. The compass lags excessively and may swing
completely
around in the opposite direction from the turn.
3. Southerly Turning Error
a. Fly a south heading and let the compass settle
down (wings
must be level).
b. Enter a turn toward the west. The compass indicates a much faster
turn in the same direction. (Return to the south heading.)
c. Enter a turn toward the east. The compass indicates a much faster
turn in the same direction.
d. The wings must be level to avoid compass turn errors.
4. Acceleration and Deceleration
Error
a. Fly a heading of east.
b. Increase airspeed in level flight to show acceleration error -
compass
indicates a turn toward north.
c. Reduce airspeed in level flight to show deceleration error - compass
indicates a turn toward the south.
d. Lower the nose at a constant power setting - show acceleration
error.
e. Raise the nose at a constant power setting - show deceleration
error.
f. Fly a heading of west and repeat the above demonstration.
g. Explain that the magnitude of the error depends on the rate of
acceleration
or deceleration. To read the compass accurately on easterly and
westerly
headings, the airspeed must be constant.
h. Acceleration and deceleration errors are not present in constant
airspeed climbs and descents.
i. Show that acceleration and deceleration errors are not present on
north and south headings.
j. Show that turn errors are not present on east and west
headings.
5. Turns to Magnetic Compass
Headings
a. Turn to a heading of north, using 15° to
18° of
bank. Lead the heading an amount equal to the latitude plus half the
angle
of bank.
b. Turn to heading of south, using 15° to 18° of bank.
Over-shoot
the heading an amount equal to the latitude minus half the angle of
bank.
c. From south, then from north, turn to a heading of east. Lead the
heading approximately 5° when turning from a heading of south to
east
and approximately 10° when turning from a heading of north to
east.
d. Turn to a heading of west, using the procedure given above.
e. Show that lead or lag must be interpolated when turning to
intermediate
headings.
6. Student Practice -
Make turns to magnetic compass headings:
a. Without the heading indicator.
b. Without the heading indicator and attitude indicator.
Timed Turns
1. Calibration of the
Miniature Aircraft of the Turn Coordinator
a. With all instruments available, establish a
standard rate
turn as indicated by the miniature aircraft of the turn
coordinator.
b. As the clock second hand passes a cardinal point (12, 3, 6, or 9),
check the heading indicator.
c. Check for a turn of 30° each 10 seconds (no lag, since timing
is started after turn is established).
d. Make necessary changes in indicated rate (miniature aircraft
position)
to produce a standard rate turn.
e. Calibrate miniature aircraft of turn coordinator both right and
left.
f. Note exact deflection of miniature aircraft and use during all timed
turns.
2. Timed Turns with All
Instruments Available
a. Enter a standard rate turn when the clock second
hand passes
a cardinal point (12, 3, 6, or 9).
b. The first 30 seconds is used to establish the turn properly.
c. Check the heading indicator to see whether the rate of turn is
proper.
It should indicate a turn of 90° minus the number of degrees lag
for
the angle of bank used (lag will be approximately one-half the degree
of
bank).
d. Demonstrate how the angle of bank is increased or decreased to
compensate
for any error.
e. After the first 30 seconds, the heading indicator should be checked
against the clock every 15 seconds.
f. Time is started when pressure is applied to roll into a turn and
is stopped when pressure is applied to roll out.
g. With all instruments available, roll out on the desired heading
regardless of time.
3. Timed Turns without the
Heading Indicator and Attitude Indicator
a. Enter a standard rate turn, using the miniature
aircraft
of the turn coordinator as the primary bank instrument while in the
turn.
b. Turn for 30 seconds, using a constant miniature aircraft
position.
c. At the end of 30 seconds, roll out of the turn at the same rate
you made the roll-in.
d. With the wings level and the miniature aircraft of the turn
coordinator
indicating zero rate of turn, the magnetic compass should indicate that
a turn of 90° has been made.
e. For small changes in heading, use a half-standard-rate turn as
indicated
by the miniature aircraft of the turn coordinator.
4. Student Practice. Make
timed turns at different airspeeds:
a. With all available instruments.
b. Without the heading indicator.
c. Without the heading indicator and attitude indicator.
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