Over the years, many tactics and tools have been developed to look out for preventing going awry. FAA-qualified instructors at Momentum Flight Training share some insights into things to be aware of when it comes to magnetic heading and flying.
Give us a call to discuss this further or learn about our 1-day, 3-day, or 5-day aircraft simulator training programs that cover everything you need to know to gain the confidence required to impress any regional airline employer.
Now then, let's explore some important aspects to be wary of when using magnetic heading instead of a compass.
#1- Instrument Errors
Errors are commonplace, whether it's a direction indicator, compass, or any other aviation instrument. While instrument errors are rather rare in compasses, given that they've been deemed reliable by experts for a long time, some things can adversely influence them.
It's recommended that you avoid leaving any metal items near the compass. Although compasses point toward the magnetic north, placing metallic items can influence them to give a false reading.
During our flight training, we instruct all students to check and ensure no metal items, such as tools, screwdrivers, headsets, and clipboards, are left anywhere near the compass during preflight inspections.
Similarly, electricity and magnetism are also interlinked. Since most aviators have many electrical components, such as the ignition systems, GPS, radios, and heating elements, and electrical currents generate their own magnetic fields, compasses are typically checked with all electrical systems running.
Engineers measure how much the compass heading varies with electrical systems turned both off and on. They attach a compass card that shows how much compensation is required. The card must be given proper attention when navigating using only the compass.
Caging the Direction Indicator (DI) is also important. Even though the DI is fairly reliable, it's important to regularly check if the reading matches the heading on the compass. Since gyros are not frictionless, the DI often wanders when not caged or synchronized with the magnetic heading from the compass.
We train pilots to check the readings every fifteen minutes during the flight to ensure navigational accuracy. It's also worth checking every time the overhead is fixed. Identifying errors on time is better than figuring them out after flying miles in the wrong direction.
#2- Acceleration Errors
While compasses are generally reliable, they aren't very stable. During deceleration or acceleration, DI proves far superior to compasses. If you're flying in the Southern hemisphere, the compass will turn in the southern direction during acceleration. Meanwhile, it will show a turn to the north when decelerating.
This is usually apparent only when changing speed. The compass gives accurate readings when it's stable. Take a direction reading only during level and straight flight when making turns using the compass for magnetic heading.
#3- Applying the Right Correction to Variation
Many students make the error of either subtracting the variation when they should add or vice versa. For instance, if the variation is 18°W at a 90° flying course, the variation must be added to the true course since the variation is westerly. 108° would be the correct heading to fly on the directional gyro or compass.
But if a mistake is made, subtraction would give an inaccurate course to fly, i.e., 72°. This would mean an incorrect magnetic heading that's 36° off the course! The plane would have no chance of flying anywhere, even near the intended direction.
This error is easily avoidable if the flight log is double-checked when all necessary calculations have been performed. Our instructors encourage each student to take their time during flight planning to achieve this.
#4- Parallax
This relatively common, minor error often occurs when navigating using directional instruments. The lubber line can give a slightly different reading when read from the side as opposed to when viewed straight on. While the difference may not be significant, even a small parallax error can mean missing targets by several miles, especially when flying long legs.
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