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\ REMOTE COMPASS
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SYSTEMS

The diagram illustrates the signaJ flow in a basic Remote Compass System,
where the compass indicator can display either tie.ding information directly from
~ a remote, gyre, or heading information from the lyre, monitor~d by a magnetic
flux valve. ~

The mode of operation may "be determIned by.a Compass/D.G. selector

'* switch. .
[I
D/G may be selected if either the flux valve or,'amplifier fails or, i! the
aircraft is at latit\.ldes in excess of 60-. This is due to the decrease in the
horizontal component of the earths magn~tic field.

--"

lE'I.EWNG

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SYSTEM

SLAV1HG
SYSTEM

FUJX OEncro..
EUWEHT 7.'

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The Directional Gyro

f)

...

1. These are high precision remote gyros with a horizontal spin

axis.
2. Some remote gyros have heading verniers fitted for use
during in-situ checks.

3. A Spin Up/Spin Down brake is fitted to prevent gyro

nutation, the brake is applied on the intial run up and 30
seconds after power is removed - the vernier scale is
illuminated when the brake .is released.
4. The magnetic compass slaving torque motor is mou~ted with
its rotor on the inner gimbal and stator on the outer
gimbal. .

5. Roll" stabilization to reduce "gimballing errors can be

achieved by two (2) methods: .'

a. Liquid leyelling switch on the Jnner gimbal.

b. . By setting the gyro assembly in a third gimal ring
whose position is det~rmined by the , putput from a
vertical gyro. ,17 - (lr \,J ",' . no'.."'" 7 /j;'Jf ~" I'
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The D/G output shaft carries:
0 a. The levelling torque motor.
b. The heading synchro coupled to the indicator.
c. A heading synchro to the autopilot, etc.
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THE FLUX VALVE (Detector Unit)

The flux valv~ is situated in an area relatively free from any

'-, disturbing magnetic fields of the aircraft itself, i.e. Wing
Tip.

~ The purpose of the ,flux valv~ is to sense the the angle of the
horizontal component of the e~rth'sjnagnetic field with respect
to the aircraft's longitudinal axis, and to produce remote
electrical signals for the monitoring of the , directional gyro.

Construction: The flux valve consists of a pendulous sensitive

element, free to swing within iimits of 250 in Pitch and Roll,
but fixed to the aircraft in aximuth. This assembly is
suspended by a Hookes Joint from the top plate, and is
hermatically sealed in a moulded case partially filled with oil
to dampen oscillations. On top of the terminal plate is mounted
a deviation corrector for Band C errors.

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The pendulous assembly consists of three (3) spokes set at 120

apart, with a flux collector rim on the end of each spoke.

The three (3) spokes are connected together at the centre to a

vertical core which carries an exciter coil fed with 23.5V. A.C.
400Hz single phase.
"

IICDIICINIY
PICI\.(IPJ=u
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The casing has elongated fixing slots and an index plate for "A" error
correction, and is marked "AFT" for correct orientation.
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Ooeration of 1 Limb of Flux Detect~r '

The limb is made of permall~ywhich has a very high permeability and

therefore a very low hysteresiS-loss'resulting in a narrow hysteresis loop, as shown

~
in Fig. (a).
~ -. (b)
(a.)
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Fig. (b) shows the vertical cross section of a limb.

W"' As can be seen from Fig. (c) the amplitude of the fluxes through the lin'\.b
~ due to the .excitation voltage, are equal, but 180. out of phase with each
other relative to the pick of coil which is wound around both legs.

Therefore the resultant flux cutting the coil is zero and no output will
occur in the pick-of! could due to the excitation current.

(c) .
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...''.'.','.,. -.'.

The effect of the earths magnetising force (h) being added inJine- with the
spoke, is to bias the datum for the magnetisingforce (d':Je' to the excitation
current), on the 5-H curve by an amount equal to h, as shown in Fig. (d)
~ "
.(d) .

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The strength of the excitation curren~ (23.5 V AC) is arranged, so that the
introduction of the component of the' earths magnetic field is to bring the flux
density curves on to the saturation point of the hysteresis curve.
..."", . j. .
. The resultant flux cutting through tnepick-ofi coil is no longer zero but
0 VtCil1have a r~sultant as in- Fig. (d). .

The E.M.F. induced in the coU is proportional to the change of .flux cutting
the coil and wHI therefore have' a sinusoidal wave for~ of 800Hz, i.e. twice the
~
excitation frequency. l1 .
The amplitude of the induced E.M.F. is directly proportional to h, which is
the component of the earths magnetic field in line with the spoke, and this is the
gyro monitoring signal required.
Operation of 3 Limbs

PlUI oC arU\'s INmf$ ~ H

&Ad~ . dete:tOtIZIIi
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The detector unit consists of three limbs with three "pick-off" coils, which
are. star connected, each coil will hav'e an 800Hz E.M.F. induced in it whose
amplitude is proportional to the component of the earths magnetic field in line
with the spoke.

It is necessary to use three spokes to avoid ambiguous readings.- i.e. on

headings 0° and 180°.
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<:.,..;.:::.:.,. THE RADIO MAGNETIC INDICATOR RMJ) LUBBER

i UNE
COMPASS
syr..CHRONIZING COMPASS
ANNUNCIATOR SYNCHRONIZING
KNOB
~

NO.1
...
'b
BEARING
POINTER

NO.2
BEARING
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POINTER
COMPASS
COMP ASS CARD
FLAG

The diagram shows a typical RMI. The RMI provides magnetic heading and
radio bearing information for the pilot. The function of the various items on the
'indicator are as follows: -

Compass Card

Indicates magnetic heading of the aircraft underneath the fixed index

(Lubber Line). The compass card is mechanicaJly driven by a servo-motor in
response to heading signals derived either in the flux detector or the gyro unit,
depending on the operating mode selected.
Off-FlaSt

Monitors operation of the compass system power.

Synchronisin2 knob

Used to manually synchronise the compass card with the flux valve heading
. output at a fast slaving rate by rotating the knob in the direction indicated by the
annunicator.

: :::::::::;": Synchronisin2 Annundator

Indicates whether the compass card is synchronized with the nux valve
-- heading output, when the anr'Junciator is showing either a dot or cross slaving of
the gyro is taking place. dQt Ie rQ< S \ Y\dt C J-.o .
VORl ADF Selectors
1) '

These select which radio source wiU provide bearing irformation to the
bearing pointers.
'"
~ Compass'" arnin2 Fla2 - If the RMI is fitted in an aircraft with two
independent compass systems - then the systems may be monitored by a
comparator and any discrepancy wilJ cause the fJag to appear. .
Set Headin2 Knob - some RMI's incorporate a set heading knob ",hich
positions i heading bug to the desired course. and if the system is eoupJed
to an automatlcaHy controUed flight system. the rotor of . Cx will be
positioned supplying turn command signals to the autopilot and flight
director.
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,BASIC COMPASS SYSTEM

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The diagram shows the synchrCJnoustransmission link between the flux
detector, gyro unit and indicator. Since this is a remote indicating system it is
necessary to incorporate synchros t:J form a self nulling servo loop.
System Operation (DIG Selected)

As the aircraft turns there will be a displacement of t"e servo Cx rotor,

which induces a'signal into its stator that is applied to the stator of the servo Ct~
The signal induced in the Ct rotor is amplified to drive a servo-motor which drives
the heading dial. '

... Simultaneously the servo-motor will null the servo Ct (and the flux
. ~:<::;:;;:., detector Ct) removing the error signal that was produced by the aircraft
movement, and the RMI will now show the new heading. .
System Opet"ation (Corneas! Selected)

If the selector switch is now set to Compass, and an error signal is present.
on the slaving Ct, then the signal induced in the slaving Ct rotor wiU be used to
'I;f
precess the g)!'fO through the servo loop until the error signal is removed on the
slaving Ct. -I\i-.J :r .. d ~C' '., q,~' +0 e~"5t ~'1
-$ Svnd'tronisin« HeadinJ!:
~ "
. ,~ Should either a dot or a cross be showing on the annunciator, the pilot may
'. '."'" wait for normal sJaving to occur, or he can obtain fast synchronisation by using
~"\ -' the knob to o~f-5et the servo Ct and throug~ .the servo loop position the heading
,'...'..
~. "'~
card an~ $lavlng Ct rotor to the nuU pOSl~JOn.
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J'HE.':ANNUNCIATOR WILL ONLY BE OPERATIVE-.WHEN THE' SYSTEM IS.....
"fS£LEcrtD"-~COMPASS~
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COMPASS CORRECTIONS

AD"arent Wan<ler

(1 This is due to the earth rotating on its "axis 360° in 24 hours - at an earth
rate of l-'./hr. - .
Q -t'n uncompensated gyro will show a heading err~'r of -1.5°/hr at the North
Pole, t:ero error at tHe Equator I and + 1.5°/hr at the South Pole.

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Compensation for apparent drift can be achieved by a lattitude controlling
circuit, which depending on the latitude and hemisphere selected will apply a
torque to the inner gimbal ring, which precesses the outer gimbal ring at the same
rate, but in opposition to its apparent drift.
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Transport/Vehicle Error: This error which exists in D/G/Mag-

netic Compass systems is due to the apparent wander of the gyro
when being transported across the earth's surface.
C>
The problem results from the corrections for apparent drift
being applied dependent on latitude, but this correction cannot
take intq account the converging lines of longitude at the
~o
" geographid poles, and the ground spee~ of the aircra~t-
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--In the diagram the aircraft "A" is flying West at 450 j31phat
latitude 50 N, earth rate correction is being applied at 13 /hr.

At point A1 the Westerly change in longitude is 13° but the

aircraft has taken 2 hours to reach A1. This means that a
correction 9f 25~ has been applied to the D/G, and t~e gyro has
been over corrected giving a positive heading error.

If the L aircraft was flying Easterly, the resultant would be

decreased heading. Tne opposite results would be obtained in
the Southern hemisphere.

To compensate for this error, the gyro precessi?n rate is

adjusted by 'a signal derived from groundspeed computing
.9 (Doppler/Ins) to maintain,the gyro referenced with True North.

Earth rate is ~odified by a function of groundspeed E/W.

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It. can be seen from the diagram that, due to the ear~h ~
0
rotation. an airceaft flying from the Equator to the Nort~ Pole
travels along a curved path in space.
rhe
t:I curve becomes tjqhter witb an increase in latitude becausE
the rat e ~,bf . c h a n ~- e f
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Note: The diagram shows
" the same line of longitude at
2 hO:.JrI
Y intervals.

\.

It i5 appar~nt that the aircraft will be subject to a

centrifugal acceleration, who5e magnitude w'i11 depend upon
g round5peed, 1at itude and track.

The Corio1 is Rcce1eration wi 1 1 act on the flux valve Cau5jnq It

to move away from the v~rtica1 and thu5 detect the Z component
of the earth'5 magnetic field,

The result of this, j5 for the compass to indjcate an error In

he ad 1 n 'j , p r' 0 p 0 r' t " 0 n d 'j to 'j d t 'j t u de, g r' 0 u n d:;'.pet"".'d . t r ,3c k a ~Id
rnaqnet', c dj p,
~

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nt ( Z: I:)f t Ii '''~
earth's mdgn~tic field is detected by a vertical fleld detector
WhlCh is mounted rigidly to the' airframe and acts a~ a slnqle
.;) I imb detector - its output is proportlona1 to the Z compon~nt of
the earth's magnetic field,

~
 '" .
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The Z component output is coupled to two E2) potentiometers

whose wipers are posItioned by latitude and groundspeed, the
resultant signal obtained is used to modify the output of the
flux detector and therefore the signal in the slaving Ct is
<>
heading modified.

0[. GROtmD. J1'

SPEED~-- J'
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PRE-INDEXED FLUX VALVES

The flux valve is mounted in an area free from magnetic inter-

ference and senses the earth's magnetic field and produces a
signal that is used to determine the aircraft's longitudinal
direction in relation to the ~agnetic North Pole.

The flux valve is accurat~ly aligned on a'mounting plate by the

vendor, and is installed as a complete assembly to the aircraft
mounting bracket which is aligned with the aircraft's
longitudinal axi~.

There are three (3) tleld' adJustIng-screws on the flux valve

which are pre-set by the vendor and must not be disturbed.

A pre-indexed flux valve may be replaced without carrying out a

compass swing, provided '~hat the fit~ent locatio~ has not been
q damaged.

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COMPENSATING UNITS (tb Nor~E)

The purpose of these units, if fitted, are to permit correction

values to be injected into the flux valve circuitry when a
compass swing is carried out, and deviations existing to be
cancelled.

- An advantage of this system is that a replacement compensating

unit may be fitted, and adjusted to the voltages recorded on the
last compass swing, without carrying out a fresh compass swing.

When measuring the voltages on the cpmpensating unit, a high

impedance meter (at least 10kjvolt) must be used to avoid any
circuit loading effects.
..

This type of compensating unit does not provide any "A" error
correction when incorporating a pre-indexed flux valve.

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