Compass Compensation

Terrestrial Magnetism

Earth may be regarded as a sphere having a short bar magnet at its centre, with its Blue pole pointing North and
Red to South. Lines of magnetic force emanate from the Red/South pole and converge towards the Blue/North pole.

The direction of the lines of magnetic force and their intensity are determined by:
a) Variation the angle between the true and magnetic meridians at that place (East is +, and West is -)
this element is subject to change over the passage of time (diurnal, annual, & secular)
b) Dip the angle a freely suspended magnet makes with the horizontal (sensible horizon) at that place. Its value is
o o
90 at the poles and 0 at the magnetic equator. Magnetic equator is a line joining all areas of zero dip.
c) Total field strength the force that the earths magnetic field exerts on a magnet at a particular place.

Horizontal Force H horizontal force always acts towards magnetic North and governs the pointing power of the
magnetic compass and the extent to which a horizontal structure is magnetised by the earths magnetic field. This
force is greatest at the magnetic equator and nil at the poles.

Vertical Force Z vertical force acts downwards (+) in North latitudes and upwards (-) in South latitudes. This force
is greatest at each of the magnetic poles and least at the magnetic equator.

Abnormal Variation disturbances can take place during magnetic storms, and these disturbances coincide with
intense sunspot activity.
Local Magnetic Attraction/Anomaly due to ferromagnetic substances in the sea bottom or is mountain formations
near the coast will effect the compass (Madagascar, West Coast Scotland, Iceland, NW Australia)

Ship Magnetism

Iron and steel are both magnetic substances however they differ as follows:
a) Soft iron becomes easily magnetised on being placed in a magnetic field and then just as easily loses those
properties when removed from the field
b) Hard iron offers considerable resistance to magnetic changes. Once magnetised it retains those properties
permanently. The plane of separation between the blue and red poles is perpendicular to the lines of magnetic
force passing through the iron.

Vertical Soft Iron is induced by the Z component of the earths magnetic force and would receive maximum
induction at the magnetic poles and zero induction at the equator, and would reverse polarity with change of
hemisphere.

Horizontal Soft Iron is induced by the H component of the earths magnetic field and would receive maximum
induction near the earths magnetic equator and zero induction at the poles.

Hard Iron of a ship is the Permanent Magnetism she acquires during building and fitting out. Hammering and
heating processes during the lengthy period the hull lies in one direction stabilize a small part of the induced
magnetism. The steel of the ship generally possesses a permanent magnetic field which DOES NOT change with
alteration of ships course, latitude or rolling and pitching. There is a possibility of change due to stranding, fire,
structural alteration, use of degaussing coils or being struck by lightning.

Since the position and intensity of the ships permanent poles are generally unknown the effect they have is
resolved into three components or parts. These components are:
a) the Fore & Aft component (Force P +ive towards the bow & -ive towards the stern)
b) the Athwartship component (Force Q +ive towards stbd & -ive towards port)
c) the Vertical component (Force R +ive towards the keel & -ive away from the keel)

Taking this into account, the ship forces at the compass are a result of:

a) the induction in vertical soft iron

b) the induction in horizontal soft iron
c) the three components of the ships permanent magnetic field

All parts of the ship will be combinations of soft and hard irons and as such will possess some degree of permanent
magnetism and each part will also acquire some amount of temporary magnetism according to the ships attitude
and position within the earths magnetic field.

Coefficients
A coefficient is the maximum deviation caused by one or more of the ships forces acting at the compass position.
A coefficient is a deviation measured in degrees or radians and is NOT a force and cannot cause deviation. There
are three types of deviation:

a) Constant deviation which has the same sign and value on all courses/headings
b) Semicircular deviation which has the same sign over one half of the compass course it therefore has
opposite signs on opposite courses/headings.
c) Quadrantal deviation which has the same sign over one quarter of the compass it has opposite signs
over adjacent courses/headings and the same sign over opposite course/headings.

Coefficient A is the constant deviation caused by induced magnetism in horizontal soft iron placed
unsymmetrically relative to the compass. +ive A means easterly deviation on all courses, and ive A means a
westerly deviation on all courses. Such placement of soft iron is not usually found on merchant ships and therefore
no provision is made for its compensation. The value of coefficient A can be found by taking the mean of the
deviations on any four or more equidistant points of the whole compass. Apparent A may be found due to the
following reasons:

a) lubber line not on or parallel to the F & A line. This affects compass courses and relative bearings.
b) N/S axis of compass card not parallel to the needle system. This affects compass courses and bearings
c) error in the magnetic bearing
d) swinging the ship too rapidly in one direction

Coefficient B is the maximum semicircular deviation caused by:

a) the fore and aft component of the ships permanent magnetism (force P)
b) the induced magnetism in vertical soft iron before or abaft the compass (rod c)

Permanent force +P would on any heading pull the compass needle toward the bow. When heading north or south
there would be no directive change (although the response of the needle would be sluggish), when heading east
there would be a pull on the compass needle towards the bow which would result in an easterly deviation and when
heading west there would be a corresponding pull on the compass needle towards the bow which would result in a
westerly deviation (semicircular deviation). (Think about it dummy)

Induced B would have the same effect in northerly latitudes and is due to vertical soft iron with its upper pole
forward and in the same horizontal plane of the compass

The value of total B is found by taking the mean of the deviations on E & W by compass after reversing the sign of
the deviation to the west. The sign of Permanent B depends on the position of the ships permanent poles. Blue
forward gives +B while Blue aft gives B. This part of total B does not change with hemisphere. The sign of induced
B depends on the position and height of the VSI relative to the compass and does change with change of
hemisphere.

Coefficient C is the maximum semicircular deviation caused by:

a) the athwartships component of the ships permanent magnetism (force Q)

b) induced magnetism on vertical soft iron to port or stbd of the compass (rod f)

Permanent force Q would on any heading pull the compass needle toward the port side of the vessel. When
heading east or west there would be no directive change (although the response of the needle would be sluggish),
when heading north the needle would be pulled to the port side of the ship and this would result in a westerly
deviation and when heading south the needle would yet again be pulled towards the port side of the vessel
resulting in an easterly deviation.

Induced C would have the same effect in northerly latitudes and is due to vertical soft iron with its upper pole to port
and in the same horizontal plane of the compass.

The total value of C is found by taking the mean of the deviations on N & S by compass after reversing the sign of
the deviation on south. The sign of Permanent C depends on the position of the ships permanent poles. Blue to
stbd gives +C and Blue to port gives C. This part of total C does not change with hemisphere. The sign of induced
C depends on the position and height of VSI relative to the compass and does change with change of hemisphere
(this part of C rarely arises in merchant ships).

Permanent B & C Combined These two forces arise due to fore and aft and athwartships components of the
ships permanent magnetic force at the compass. There must be two courses on which the resultant force will be
neutral as it acts in line with the compass needle. At a point exactly ninety degrees from the neutral courses there
will be a corresponding point of maximum deviation due to the combined effects of these two forces.

If B is +ive then neutral course southerly, if B is ive then neutral course northerly
If C is +ive then neutral course easterly, if C is ive then neutral course westerly

Coefficient D is the maximum quadrantal deviation due to induced magnetism in horizontal soft iron placed
transversely or longitudinally and symmetrical with regard to the compass (rods a & e).

Induced D due does not produce deviations on N, S, E or W headings however may effect the directive action of
the compass.

The value of coefficient D is found by taking the mean of the deviations on NE, SE, SW & NW courses after
reversing the sign of deviations on SE and NW courses. The sign of D in any latitude is solely dependant upon the
arrangement of soft iron producing it.

Coefficient E is the maximum quadrantal deviation caused by induced magnetism in horizontal soft iron placed:

a) diagonally to the fore and aft line (b rod)

b) unsymmetrically with reference to the compass (d rod)

Induced E will produce effects on N, S ,E & W headings however no effect on NE, SE, SW or NW headings.

The effect of E is not usually encountered and therefore no provision for its correction is provided. If necessary to
correct this it may be achieved by slewing the spheres.

The value of coefficient E is found be taking the mean of the deviations on N, E, S & W headings and reversing the
signs of direction on E & W headings.

Summary

The deviation on any particular heading will be the sum of the separate deviations arising from the separate forces
causing A, B, C, D & E. Therefore the deviation on any course can then be found by analysing the table of
deviations to ascertain the values of the coefficients and then applying these to the following formula:

Deviation (for heading x = A + Bsinx + Ccosx + Dsin2x + Ecos2x

Example:

The following deviations are found by analysing the deviations on eight points of the compass. The direction of
eachof the forces must also be determined in order to assign E/W values to each coefficient.
o o o o o
A = +2 , B = +5 , C = -10 , D = +3.5 , E = -3

Find the deviation when sailing course 150oC

Dev (course 150o, or S30oE = A + Bsin30 + Ccos30 + Dsin60 + Ecos60

= 2E + 2.5E + 8.7E + 3W + 1.5W
= 13.2E +/- 4.5W
= 8.7E
When taking a set of sample deviations it is handy to tabulate them prior to calculating residual deviations for
correction or construction of the deviation card as below:

Heading Deviation A B C D E
N 12E 12E 12E 12E
NE 9E 9E 9E
E 4W 4W 4W 4E*
SE 16W 16W 16E*
S 12W 12W 12E* 12W
SW 3E 3E 3E
W 12E 12E 12W* 12W*
NW 12E 12E 12W*
Total E 48E 0E 24E 28E 16E
Total W 32W 16W 0W 12W 24W
Total 16E 16W 24E 16E 8W
Divide
16/8 16/2 24/2 16/4 8/4
by
Average +2 -8 +12 +4 -2
* reverse sign of deviation

Deviation on heading 250o (S70W) would be:

Coef A gives constant deviation and is therefore East

Coef B gives E/W deviation depending on direction of force P, therefore whilst heading on course 250 (S70W), as
from the Deviation column of the table of deviations above the direction of coef B is E
Coef C gives N/S deviation depending on direction of force Q, therefore whilst heading on course 250 (S70W), as
from the Deviation column of the table of deviations above the direction of coef C is W
Coef D gives deviation depending on direction of force induced by transverse/horizontal soft iron and is quadrantal,
therefore whilst on a heading of 250 (S70W), as from the Deviation column of the table of deviations above the
direction of coef D is E
Coef E gives deviation depending on the direction of force induced by diagonal or off centre horizontal soft iron and
is quadrantal, therefore whilst heading on course 250 (S70W), as can be seen from the Deviation column of the
table of deviations above the direction of coef E is E.

Once the directions of deviation for that particular heading are taken into account the formula mentioned above
may be used to determine the deviation for that heading.

Dev = A + Bsin70 + Ccos70 + Dsin2(70) + Ecos2(70)

= 2E + 7.5E + 4.1W + 2.6E + 1.5E (disregard negative results at this stage)
= 8.7E + 9W
= 0.3W

Heeling Error

Heeling error comes into effect for three reasons:

a) due to the vertical component of the ships permanent magnetism (force R - +ive towards keel, -ive
away from keel).
b) Induced magnetism in vertical structure below or above the compass level (rod k)
c) Induction by the earths vertical force Z in transverse soft iron.

Therefore, force R acts toward or away from the keel according to the position of the ships permanent magnetic
poles in relation to the compass. Whilst the ship is upright it can have no effect due to the compass card being
suspended. Once the ship heels over though, it is no longer a vertical force and is inclined to the extent of the list.
o
Force R then has a side or horizontal component (RsinHeel ). The direction of deviation is dependant on whether
force R is +ive or ive. This deviation acts athwartships and therefore has maximum effect on N/S courses.
Heeling error will vary as a cosine of the course.

Induced magnetism in vertical structure (rod K) in the northern hemisphere by the Z component of the earths
magnetic field will exert a downwards pull at the compass position. As for force R this has no effect whilst the
vessel is upright however once the vessel is heeled is acts obliquely and has a horizontal component which will
deflect the needle to the high side. In the southern hemisphere the needle will be deflected to the low side due to
the upward push of the Z component of the earths magnetic field.

Induced magnetism in the ships transverse soft iron (ie. deck plating) is, as with the other forces negligible whilst
the vessel is upright. A ship on a northerly heading, once heeled will have an induced force created by the Z
component of the earths magnetic field. In northerly latitudes this will cause a pull on the needle towards the high
side, and in southerly latitudes this will cause a pull on the needle towards the low side.

The Flinders Bar is an example of the second cause of heeling error (that of induced magnetism in vertical
structures), and the corrector spheres influence the heeling error as a result of the third cause (that of induced
magnetism in transverse structures). For this reason heeling error should always be corrected for after the Flinders
bar and Corrector spheres have been put in place.

The sign of heeling error changes if the list/heel alters from port to stbd.

Heeling error: a) is generally semicircular deviation

b) varies as a cosine of the compass course
c) varies as the sine of the heel/list
d) changes its sign when the heel is changed

Changes in Deviation due to Changes in Magnetic Latitude

Although the field at the compass position due to the ships permanent magnetism does not change the deviation it
causes on the compass, the deviation does change with the value and direction of the earths horizontal field H.
Deviation caused by the ships permanent magnetism is greatest near the poles (as H approaches 0) and least at
the magnetic equator (where H is strongest).

Deviation due to induction in VSI changes as do the values and directions of H & Z. Therefore the change in the
directive force of the compass varies with H and therefore deviation also varies inversely to H. The change in
magnetic strength of VSI induced by Z increases towards the poles and is nil at the equator.

Deviation due to the induction in HSI changes as does the value and direction H. Therefore the change in directive
force at the compass varies due to force H and therefore deviation also varies inversely to H. The change in the
magnetic strength of HSI induced by H increases at the magnetic equator and is nil at the poles. As the compass
relies on the strength of H to give its directive force, as this force increases with a corresponding increase in the
induced force of HIS, the relationship between the two forces remains constant. HIS is increased or decreased at
the same rate at which the directive force of the compass needle is increased and decreased. Deviation due to HIS
is therefore constant throughout the world.

Coefficients A, D & E are all due to HIS and therefore the values of these coefficients do not vary for
differing latitudes or courses.

Only Coefficients B & C and Heeling Error alter with change of latitude.
 Compass Compensation

A compass adjustment, ships swing should be conducted:

- When the deviations become excessive (>5o)

- After the ship has suffered severe impact such as collision or stranding
- After being struck by lightning
- After any major structural alteration or major repairs
- After loading or discharging by means of electro magnets or after carrying a magnetic cargo
- After lying in one direction for a long period of time
- If correctors have been moved for purposes other than adjustment
- A surveyor may require the compass to be adjusted if no compass error book has been maintained,
the deviation is excessive or he believes the compass to be unreliable

The following precautions should be taken before swinging:

- The ship should be upright

- The funnels should be at their seagoing temperature
- All movable iron should be in its sea going position
- No other ship should be within 3 cables of the ship during the swing
- The azimuth mirror should be tested
- The lubber point may require checking to make certain it is in the F&A vertical plane
- The compass card should be tested for friction

Principle in correcting/adjusting a magnetic compass is, Like cures Like.

a) When the correctors are properly applied the forces acting on the compass are practically equal in all
directions. Lost directive force on certain headings has been restored and sluggishness of compass action
has been eliminated.
b) Oscillations during rolling can usually be traced to big heeling errors not corrected for. By correcting this
and other types of errors the compass action is steadied.
c) It is far more convenient to use a properly corrected compass as the deviations are then smaller and the
consequences of application of errors in the wrong direction are lessened.
d) If deviations are large then the angular movement in azimuth is not accurately represented by a similar
angular movement of the compass card.
e) It is then dangerous to have large deviations, particularly when travelling in convoy.

Compass Adjustment

Methods used vary greatly and are dependant on the adjuster, weather, time, space available and ship type. Two
methods described below.

Swing vessel slowly, whilst upright and in its proper seagoing condition and either compare the gyro head with the
magnetic head to obtain deviations (allow for variation), or take azimuths of the sun. From the deviations observed
compile a Goon Sheet as below. Whilst on appropriate headings place magnets accordingly to correct coefficients
B, C & D. Conduct a final swing and compile a deviation card detailing the residual deviations.

Use of the Goon Sheet

Heading Deviation A B C D E
N 12E 12E 12E 12E
NE 9E 9E 9E
E 4W 4W 4W 4E*
SE 16W 16W 16E*
S 12W 12W 12E* 12W
SW 3E 3E 3E
W 12E 12E 12W* 12W*
NW 12E 12E 12W*
Total E 48E 0E 24E 28E 16E
Total W 32W 16W 0W 12W 24W
Total 16E 16W 24E 16E 8W
Divide
16/8 16/2 24/2 16/4 8/4
by
Average +2 -8 +12 +4 -2
* reverse sign of deviation

To remove coef D place the ship on a quadrantal course and adjust the spheres one at a time to remove a +4
deviation.
Remove the larger of either B or C. In this case C is larger therefore place the ship on a N/S heading adjust the
magnets to remove the +12 deviation raise/lower and/or add/remove athwartships magnets. Place the ship on an
E/W heading and adjust the magnets to remove a -8 deviation raise/lower and/or add/remove F&A magnets.
Finally correct the Heeling Error by use of a VFI. With the VFI in a location removed from magnetic interference,
balance the VFI and note the position of the weight. Lower the VFI into the compass binnacle in line with the
compass needles and raise/lower and/or add/remove magnets in the bucket until the VFI is balanced.

An alternative method of correction is as follows:

1) Induced B: The data for estimating the amount of Flinders Bar is not usually available and it is therefore
customary to estimate the length. One method is to place the ship on an Easterly heading and insert sufficient bar
o o
to correct an assumed Induced B coef of -3 or -4 . This is only a guess.
2) Coefficient D: Observe the compass bearing of a distant object of four or more equidistant points of the compass
(not the quadrantals). The mean of these will be the approximate magnetic bearing of that object. Now steady the
ship on the four intercardinal headings by compass, observe the deviations and calculate the coefficient D. The
spheres can now be placed on their brackets to correct this calculated amount of deviation with the ship on the last
intercardinal heading.
3) Heeling error: As above.
4) Coefficient B: Steady the ship on E by compass, observe the deviation and repeat this on a westerly course. The
mean of these is the coefficient B. On the latter heading insert magnets into the F&A slots to correct the calculated
coefficient.
5) Coefficient C: Steady the ship on N by compass, observe the deviation and repeat this on a southerly course.
The mean of these if the coefficient C. On the latter heading insert magnets into the athwartships slots to correct
the calculated coefficient.
The residual deviations may be ascertained through a swing of the ship and any fine tuning adjustments made and
a compass deviation card drawn up.

For Initial Compass Compensation correctors to be placed in the following order:

- The spheres should be placed to correct for Coef D. If the value of the deviation requiring correction is
known then the distance of the spheres from the compass may be found from Tables. If the value is not
known then place the spheres halfway long the brackets and mark their position so that they are not altered
in azimuth. Place the ship on a quadrantal heading and adjust the balls one at a time until the required
deflection is achieved.
- The Flinders Bar is then placed using the same amount of bar used on a similar type of ship. If this is not
known then place around 12 inches (30cm) of bar on the side of the binnacle closest to the nearest end of
the ship (aft) This may then be adjusted in length while the ship lies on an E/W heading until the value of
th
coef E has been allowed for. Note: the upper end of the bar must be no more than 1/12 of its length above
the level of the needles.
- The heeling error should then be corrected by use of a VFI (Vertical Field Instrument). While alongside
balance the VFI in a place clear of all magnetic influences and note the position of the weight. Place the
VFI inside the compass bowl with the weight at the same position and adjust the number, height, polarity of
the magnets and buckets until the bar is once again balanced.
- The horizontal permanent corrector magnets should then be placed for the removal of coefs B & C. The
coef to be corrected first is that of the larger factor. If C were the larger factor then place the ship on a N/S
heading and place magnets to remove the value of coef C. Then place the vessel on an E/W heading and
place magnets to remove the value of coef B (Note, coef B is usually larger). If necessary move the ship
back onto the heading used to correct coef C and readjust these magnets. Swing the ship yet again to the
opposite heading (N or S) and halve any deviation found by adjusting the magnets. Again swing the ship to
the opposite heading for that used to correct coef B and adjust the magnets to remove half the deviation
found there.
- Next place the ships head halfway between the last two headings used and make final corrections to the
spheres.
- Finally, swing the ship and obtain the residual deviations on at least eight, if not sixteen equidistant points.
Split B Problem: Due to change of latitude and direction of deviations caused by vertical soft iron F&A of
compass. Require magnetic charts.

Formula: B T = B P + B i

And Bi is found by: B i2 = ((H 1 /H 2 x B T1 ) B T2 ) / (Z 1 /Z 2 1)

Example: Vl with Coef B T1 =1E departs Newcastle where H=19T & z=-59T. On arrival Vancouver where
H=19T & Z=54T a compass swing reveals B T2 =15E. Describe how correctors would be placed to
remove Coef B to near zero for all latitudes.

To calculate value of B P & B i in Vancouver use formula:

B i2 = ((H 1 /H 2 x B T1 ) B T2 ) / (Z 1 /Z 2 1)
B i2 = ((19/19 x 1) 15) / -59/54 1)
B i2 = -14 / -2.09
B i2 = 6.7o

Therefore: B P2 = B T2 B i2
B P2 = 15o 6.7o
B P2 = 8o

From this B P2 = 8oE and B i2 = 7oE (7+8=15 which is the total deviation found on an easterly heading on
arrival Vancouver).

This reveals that with vessel on an easterly heading the Flinders Bar should be adjusted to remove an
induced deviation of 7oE and the F&A permanent magnets should be adjusted to remove a deviation of 8oE.