COMPASS

EQUATOR:
Equator is an imaginary line around the earth which divides the earth into the northern and southern hemisphere.
All points on the equator are located 90° from each pole.

MERIDIAN:
Meridian is a great circle that passes through the north and south poles.

PRIME MERIDIAN:
The prime meridian or meridian of 0° is called Greenwich meridian. The other meridians passes east to west from prime meridian and is measured
by 180°.

LATITUDE:
Latitude is the distance on the earth’s surface measured by degrees north or south from the equator. Latitude ranges from 0° at the equator to 90° N
and 90° S at the poles.

LONGITUDE:
Longitude is the distance on the earth’s surface measured in degrees east or west of the prime meridian. Longitude ranges from 0° at the Greenwich
meridian to 180° E and 180° W.

HEADING:
Heading is the angular deference between longitudinal axis of the aircraft and magnetic north.
 C-12 COMPASS SYSTEM
GENERAL.
This section contains description, operation, and maintenance instructions for the C-12 compass system.
Two identical, independent, C-12 compass systems are installed on each airplane.

The C-12 compass system provides an accurate heading reference useful at any latitude as an aid to
navigation.
Primary heading information is displayed on the compass card of the horizontal situation indicators (HSI).

The allowable difference between the two systems is 2 degrees.

The warm-up time for the c-12 compass system is 5 minutes.

In lower latitudes, the system operates as a magnetically referenced directional gyroscope (MAG mode).
In the MAG mode, the flux valve provides long-term magnetic heading reference and directional gyro
provides short term aircraft position reference. In the MAG mode position the D.gyro is slaved to magnetic
north at all times.
 C-12 COMPASS SYSTEM
In higher latitudes, where the earth's magnetic field is distorted, the system operates as an independent
directional gyro (DG mode).

The C-12 compass system is synchronized with the earth's magnetic field by means of a magnetic azimuth
detector. When the system is
Synchronized the compass heading indicators display aircraft heading relative to magnetic north.
The system is functionally divided into 4 loops.
-Heading,
-Meridian convergence,
-Coriolis compensation
-Earth’s rate.
 HEADING LOOP
a. MAG MODE:
In this mode, a reference is provided by the flux valve which senses the horizontal components of the
earth’s magnetic field with respect to the longitudinal axis of the aircraft.
The signal from flux valve is sent to remote magnetic compensator where compensations are added.
After compensation, the signal is sent to amplifier power supply and they sent to digital controller.
Mag mode is used in non-polar region.
With the MAG-DG switch at the "MAG" position, a reference is provided by the magnetic azimuth
detector which senses the horizontal components of the earth's magnetic field with respect to the fore-aft
axis of the airplane. The signal from the magnetic azimuth detector is sent to the remote magnetic
compensator where the various system magnetic compensations are added. After compensation, the
magnetic azimuth detector signal is applied to the transolver in the amplifier-power supply where it is
compared with the heading mechanically represented by the gear train position. If the servo loop assembly
heading is not correct, an error signal is generated in the transolver and applied to the slaving amplifier.
The slaving amplifier produces a signal that goes to an annunciator in the digital controller and indicates
direction and amount of misalignment.
 HEADING LOOP
b. DG MODE:
In this position, the directional gyro maintains the position existing at the time of DG mode
selection and provides the basic heading reference. This mode is used in polar region and higher
latitudes when the aircraft banks over 6° the compass system automatically switches from MAG
mode to DG mode.
With the MAG-DC switch at the "DG" position, the heading correction signal is not applied to the
directional gyroscope. The gyroscope maintains the position existing at the time of DG mode
selection and provides the basic heading reference through the heading synchro and the autopilot
synchro mounted in the gyroscope gimbals. Output from the heading synchro is applied to the
gimbal error correction circuit. The output of the gimbal error correction circuit is applied to a
synchronization differential synchro in the digital controller. This synchro is adjusted with the
SYNCHRONIZING knob to obtain the desired heading reference. The synchronizing synchro
adds an arbitrary angle to the gyroscope heading signal to provide an effective gyroscope heading
of any desired angle from 0 to 360 degrees.
 HEADING LOOP
2. MERIDIAN CONVERGENCE LOOP:
This error is introduced into the system because the meridian lines change angle slightly, due to
convergence at the poles, while the D.gyro remains fixed in space.
To compensate for this error, a ground speed signal from Doppler radar is applied through digital controller
to amplifier power supply.
Correction signal from amplifier is sent to directional gyro to compensate the effect of meridian
convergence rate.
 HEADING LOOP
3. CORIOLIS COMPENSATION LOOP
Coriolis error is an acceleration error that accompanies motion over the rotating earth. Rotation of the earth
causes an airplane to fly a curved path to reach its destination and the centrifugal force generated by flying
a curved path will tilt the magnetic azimuth detector pendulous element from the true vertical. This turning
acceleration is called coriolis acceleration. To compensate for coriolis acceleration, a correction signal
from the Doppler radar, proportional to the airplane groundspeed, is applied to the digital controller where
a function of latitude is added with the LATITUDE knob. The signal is applied to the remote magnetic
azimuth compensator, rectified, and applied to the necessary correction currents to the magnetic azimuth
detector.
CORIOLIS COMPENSATION LOOP
 HEADING LOOP
4. EARTH’S RATE LOOP:
A gyroscope remains fixed with respect to a point in space, and rotation of the earth around its axis will
cause apparent directional gyroscope precession. This effect is compensated for by introducing an equal
and opposite precession to the directional gyroscope. An earth's rate power supply in the directional
gyroscope supplies a regulated 108 VDC to a network in the digital controller. A variable resistor,
positioned by the LATITUDE knob.
A correction signal from digital controller is sent to D.gyro to correct this error.

REFERENCE DATA:
TO 1C-130B-2-8 radio communication and navigation system.
TO 5N1-2-15 gyroscopic compass system
EARTH’S RATE LOOP
 SYSTEM INTERFACE:
NO.1 C-12cmpass system supplies heading signals to:
Pilots HSI (compass card) copilots BDHI copilots RMI
Navigators NO.1 BDHI NO.1 VOR SYSTEM NO.1 TACAN
DOPPLER COMPUTER AUTO PILOT SYSTEM.

NO.2 C-12cmpass system supplies heading signals to:

Copilots HSI (compass card) Pilots BDHI Pilots RMI
Navigators NO.2 BDHI NO.2 VOR SYSTEM NO.2 TACAN
Search radar

NO.1 C-12cmpass system receives roll signal from NO.1 flight director vertical gyro (MD-1 GYRO).
NO.2 C-12cmpass system receives roll signal from NO.2 flight director vertical gyro (MD-1 GYRO).
Doppler ground speed signal is supplied from Doppler radar to both compass systems.
 POWER REQUIRMENT
Power required to operate the two C -12 compass systems is 115-VAC, 400-Hz and 26-VAC and
is obtained from the essential distribution bus (AC).

The 115 VAC is applied to the amplifier power supplies, directional gyros and remote magnetic
compensators through the radio junction box.

The 26-VAC is applied to the amplifier power supply and heading indicators through the radio
junction box.
Power for both systems are protected by Six Circuit breakers located on the pilot's upper circuit
breaker panel.
 SYSTEM COMPONENTS
The components of the c-12 compass system are:
-Magnetic azimuth detector
-Remote magnetic compensator
-Directional gyroscope
-Amplifier-power supply
-Digital controller
 SYSTEM COMPONENTS
1-MAGNETIC AZIMUTH DETECTOR:
NO.1 flux valve is located in the left wing tip and NO.2 flux valve is located in the right wing tip.
The power requirement for flux valve is 23.5 V AC and is applied from amplifier power supply.

Purpose:
The magnetic azimuth detector electrically detects the horizontal components of the earth's
magnetic field and provides a basic magnetic heading signal for the C-12 compass system.
The input of the flux valve is 400cps and output is 800 cos.
The output of the flux valve is sent to remote magnetic compensator.
 SYSTEM COMPONENTS
2-REMOTE MAGNETIC COMPENSATOR:
Both remote magnetic compensator are located in the navigator’s station.
Power requirement for remote magnetic compensator is 115V AC, 400cps.
It is applied from radio junction box.

Purpose:
It compensates entire errors in the system.
Signal from compensator is sent to amplifier power supply.
 SYSTEM COMPONENTS
3-AMPLIFIER POWER SUPPLY:
Both amplifier power supplies are located in the left hand over head electronic equipment rack in
the cargo compartment at station 245.
Power requirement for amplifier is 115 V AC, 400cps and 26 V AC.

Purpose:
It amplifies various signals, heading error and serves as a power distribution point.
 SYSTEM COMPONENTS
4-DIRECTIONAL GYRO:
Both directional gyros are located in the L/H overhead electronic equipment rack in the cargo compartment
at station 245.
Power requirement is 115V AC, 400cps.

Purpose:
It stabilizes the magnetic heading in MAG mode and provide a heading reference in DG mode.
 SYSTEM COMPONENTS

5-DIGITAL CONTROLLER:
Both digital controllers are located in the navigator’s instrument panel.
Power requirement is 115 V AC, 400 cps.

Purpose:
It provides digital readout of aircraft heading and serves as a controlling point for system
operation.
 MAGNETIC AZIMUTH
DETECTOR
The C-12 compass system is synchronized with the earth’s magnetic field by means of flux valve. The
magnetic azimuth detector electrically detects the horizontal components of the earth's magnetic field and
provides a basic magnetic heading signal for the C-12 compass system.

When the MAG-DG switch on the digital controller is in MAG position, a reference is provided by the
flux valve.
The output of the induction compass transmitter is sent to remote magnetic compensator.
MAGNETIC AZIMUTH DETECTOR
 MAGNETIC AZIMUTH DETECTOR
The magnetic azimuth detector consists of a sensing element that contains a core assembly, excitation coil,
and a secondary coil. The sensing element is pendulously supported to lie in a horizontal plane and is
sensitive to the horizontal components of the earth's magnetic field.

The output coils are positioned 120° apart in a horizontal plane. So that voltage is produced in at least two
of the coils at any position in the magnetic field.
To prevent oscillation due to attitude changes, the flux valve housing is field with damping fluid and
hermetically sealed,
Vibration of aircraft causes the sensing element to oscillate, this oscillation causes the sensing element
sense a part of the earth’s vertical magnetic field.
A large part of this oscillation is removed by damping fluid.
The last part is removed by a signal that is fed from amplifier power supply. The operating voltage of flux
valve is 23.5V AC.
The input voltage is 400cps and output is 800 cps.
REMOTE MAGNETIC COMPONSATOR
The remote magnetic compensator provides all the compensation that is introduced directly into
the magnetic azimuth detector.
In addition provides a connection for use with the MC-1M magnetic compass calibrator set.
If for any reason, the flux valve or remote compensator removed and replaced, the calibration for
compass system is necessary.
It contains:
-Index error differential
-Transmission error (two cycle error) compensator
-Coriolis error compensator
-One-cycle error (hard iron error) compensator
-Regulated DC power supply.
 REMOTE MAGNETIC COMPONSATOR
INDEX ERROR
Any mechanical misalignment between flux valve and aircraft axis creates index error.
For compensate this error a differential synchro is used that is placed in series with the output of the flux
valve.
The synchro rotor is turned in a direction to oppose the index error.

TRANSMISSION ERROR (TWO CYCLE ERROR)

This error is electrical unbalance in the flux valve voltage or impedance.
To compensate this error a resolver is used to introduce a transmission error in the flux valve winding that
is equal in magnitude but opposite in direction.
 REMOTE MAGNETIC COMPONSATOR
CORIOLIS ERROR
This error is caused by air craft flight path over the rotating earth.
To compensate this error a signal is supplied to remote compensator from digital controller by adjustment
of latitude knob.

ONE-CYCLE ERROR (HARD IRON ERROR)

Magnetization of hard iron within the aircraft structure results a magnetic field that is sense with flux valve
and affect to the heading.
To compensate this error, the remote magnetic compensator produce a voltage through flux valve windings
that is equal in magnitude but opposite in direction to cancel this error.

REGULATED DC POWER SUPPLY:

The regulated DC power supply is energized by 115 V AC, 400-Hz from amplifier power supply and
supply 6.8 V DC to the one-cycle error compensator.
 AMPLIFIER POWER SUPPLY
Purpose:
It supplies heading signals to other systems, power adequacy warning signal to digital controller and serves
as a power distribution point.
The amplifier power supply consist of:
-Amplifier rack -Two slaving amplifiers -Servo amplifier
-Control amplifier -The servo mechanism.
The amplifier rack mounts and inter connect the other subassemblies provides power for the system.
The slaving amplifier subassemblies provide signals to process directional gyro in relation to the earth’s
magnetic field and correct for the meridian.
Convergence effect when the system is in the MAG mode.
The servo amplifier drives the motor generator in the servo mechanism.
The servo mechanism: provides heading output signals and sent heading signal to digital controller and
other indicators and systems.
 AMPLIFIER POWER SUPPLY
AMPLIFIER RACK:
It mounts and interconnect the other component.
It provides system power, power failure signal and excitation for flux valve.

It also contains MAG-DG relay, power adequacy relay and power supply.

18 test points are provided on the front panel of the amplifier power supply to aid in troubleshooting. Also
on the front panel is the compass swing switch 1S1, during normal system operation 1S1 is safety wired in
the normal or down position.

During compass calibration this switch is set to up position to provide rapid synchronization.
On the front panel, the variable resistor R16 is used when calibration of the compass system is necessary.
 AMPLIFIER POWER SUPPLY
MAG-DG RELAY:
It is energized by the MAG-DG switch on the digital controller.

In the MAG mode, the relay is energized and applied 36V DC to the directional gyro.

In the DG mode, this relay is de energized.

The operating voltage of this relay is 28V DC.

 AMPLIFIER POWER SUPPLY
POWER ADEQUACY RELAY:
The operating voltage of this relay is 28V DC.
In normal operation, this relay is energized and if the input voltage to the compass system drops below
88V or 75% of rated valve, this relay will be de energized and power adequacy indicator on the digital
controller will be appeared.

SLAVING AMPLIFIER CIRCUIT:

This circuit consist of two cards: 1A1 and 1A2

1A1 receives the heading error signal, amplified this signal, changed it from 800cps to 400cps, amplified it
again and sent it to gyro as a heading correction signal.
1A2 sent meridian convergence correction signal to the directional gyro.
 AMPLIFIER POWER SUPPLY
CONTROL AMPLIFIER (1A4):

This unit incorporate with fast swing circuit during calibration of the compass system. It has the turn rate
cutoff circuit which automatically switches the system from MAG mode to DG mode when aircraft bank
angle is more than 6°. When aircraft is level, this circuit put back the system to MAG mode.
 GYROSCOPE
The gyroscope is amass rotating about an axis at high angular velocity and having a high moment of inertia. Or the
gyro is the spinning mass about the common axis.
Angular velocity:
Angular velocity is the rate of change of angle as a shaft rotate.
The gyro has two properties: Rigidity – Precession
Rigidity:
Rigidity is the resistance to change in the space orientation of its spin axis, unless acted by an external force. In other
words, a gyro tends to remain fixed or rigid in space.
We can define the rigidity to the ability of a gyro to maintain a fixed spin axis.
Rigidity depends on: weight, radius, speed of rotation.
If each of them increase the rigidity increased.
PRECESSION:
If a force is applied to the axis of spinning gyro, the axis rotates in a direction 90° from the direction in which the
force is applied (at right angle of the force).
The purpose of precession is to movement of the gyro from fixed spin axis.
 GYROSCOPE
GIMBAL:
The gyro used in navigation system is normally mounted in a series of interconnected rings called gimbals.
The gimbals permit the gyro spin axis to rotate in any direction in relation to the support. APPARENT
DRIFT (OR APPARENT PRECESSION):
This drift is due to rotation of the earth around its axis and to the movement of the vehicle caring the gyro
about the earth.
For correction the large part of this error, in gyro construction the gimbals are in such a manner that the
earth rotation does not affect to gyro rotor and the last part of this drift is corrected by latitude correction.

Variation:
Variation is the difference between magnetic north and true north.

Deviation:
Distance to the left or right of the selected flight path or course.
 GYROSCOPE
Declination:
Declination is the same as variation.
Variation in other term means:
The horizontal angle between local magnetic and geographic meridians.

Deviation in other term means:

Angular difference between magnetic and compass heading caused by magnetic fields other than that of
the earth.

DEGREES OF FREEDOM:
The number of axis about which the spin axis of a gyro is free to revolve (Or it is the number of directions
in which the rotor of a gyro is free to move).
The degrees of freedom depends on the number of the gimbals.
 GYROSCOPE
TYPES OF FREEDOM:

a. SINGLE DEGREE OF FREEDOM:

The gyro is sensitive in only one direction (yaw, pitch and roll).

b. TWO DEGREES OF FREEDOM(free gyro):

The gyro is sensitive in two directions, this type of gyro is known as free gyro.
 DIRECTIONAL GYRO
PURPOSE:
It stabilizes the magnetic heading in the MAG mode and provides a reference heading in the DG mode.

Operating voltage 115V AC 400CPS.

The D.gyro consist of a hermetically sealed case and a base.
The case is mounted on the base by four vibration isolators (springs).

The gyro proper is located in the case.

The gyro proper contains:
a- Gyro motor:
This a spilt-phase motor that operates with 115V AC 400CPS.
 DIRECTIONAL GYRO
b- Leveling torque motor:
It is used to maintain the gyro spin axis in a horizontal position. It is controlled by a liquid level device.
c- Spin down brake:
Operates by 115V AC 400 CPS. It prevents damage to the gyro and gimbal assembly.
d- Slaving motor:
It is mounted between inner and outer gimbals.it applies a torque about the inner axis to correct for the
gyro heading deviation.
e- Heading synchro:
Transmits the heading information to the digital controller.
f- Autopilot synchro:
Transmits heading signal to the autopilot system.
g- rotorace circuit:
Is used to reduce gyro drift caused by bearing friction.
 DIRECTIONAL GYRO
THE GYRO BASE CONTAINS:
a- slaving amplifier output stage:
It contains a MAG-DG relay and a drift bias network.
In the MAG mode, the MAG-DG relay is energized and heading correction signal is applied to the slaving
motor.
In the DG mode, this relay is de-energized and drift bias circuit applied a voltage to the gyro for
compensating the gyro drift.

b- Gimbal error corrector:

The gimbal error is caused by improper sensing of gyro position when the aircraft is in a bank.
To compensate this error a signal from V.GYRO (MD-1GYRO) is added to the heading synchro signal.
 DIRECTIONAL GYRO
c- Earth rate correction:
The earth rate error is caused by rotation of the earth on its axis. The amount of this error is sensed by the
gyro and for correction of this error, earth rate power supply provides a regulated 108V AC, that is sent to
the digital controller.

d- Power supply circuit:

It consist of a transformer and a DC power supply, the transformer supplies AC power for gyro operation
and for DC power supply.

DC power supply applied regulated DC voltage for earth rate and gimbal error correction circuit.

e- Time totalizing meter:

It indicates the total running time of the gyro.
 DIGITAL CONTROLLER
Purpose:
Provides digital readout of aircraft heading and serves as controlling point for system operation. All
functional controls for the compass system are located on the digital controller.
Digital controller contains:
a- latitude N-S switch:
This switch positioned to the proper hemisphere.
This switch selects the proper polarity for the earth rate error signal that is applied to the earth rate
precession coils in the directional gyroscope. One polarity is used in the northern hemisphere, and opposite
polarity is used in the southern hemisphere.
b- Latitude knob:
It is rotated to correspond to aircraft latitude.
The latitude knob selects the proper coriolis and earth rate correction for the latitude corresponding to the
knob setting.
The knob is continuously variable from 0 to 360 degrees.
 DIGITAL CONTROLLER
c- Power adequacy indicator (power failure indicator):
It shows red flag when the input power to the compass system falls to 75% or less than 88 volt. This
indicator gets power from amplifier power supply.

d- Compass heading indicator:

It present compass heading as a digital readout. This readout is variable from 0° to 360°.

e- Synchronizing knob:
The synchronizing knob provides a means of manually setting the C-12 compass system to any desired
heading and for fast synchronization when the system is first turned ON.
Any reference heading from 0° through 360° can be selected with this knob.
 DIGITAL CONTROLLER
f- Annunciator:
The annunciator provides a visual indication of the C-12 compass system synchronization in the slaved
mode. It is powered by the slaving amplifier in the amplifier-power supply. When the annunciator is
centered, the C-12 compass system is properly aligned to the magnetic heading. When compass system is
synchronized, compass indicator shows the aircraft heading relative to magnetic north.
Annunciator gets signal from amplifier power supply.

g- MAG-DG switch:
This switch selects one of two possible modes of operation.
 DIGITAL CONTROLLER

(1)MAG mode:
In this mode D.gyro is slaved to magnetic north at all times.

(2)DG mode:
In this mode D.gyro maintains the position existing at the time of DG mode selection. This mode is used if
the magnetic heading information becomes unreliable such as higher latitude or polar region. In this mode
annunciator does not have any reflection to synchronizer knob rotation.
 OPERATIONAL CHECK OUT
1-check the circuit breakers of both systems, that they are closed.
2-check the power adequacy flag, it must be out.
3-Allow a 5 minute warm up period.
4-set the MAG-DG switch to MAG mode.
5-Set the LATITUDE knob to the local latitude.
6-Set the N-S switch to the local hemisphere setting.
7-Rotate the synchronizing knob in the direction indicated by the annunciator until
the annunciator is near center. Observe that the annunciator slowly centers and HSI
indicators indicate the magnetic heading of the airplane.
 OPERATIONAL CHECK OUT
8-Rotate the synchronizing knob a few degrees clockwise, and observe that annunciator moves to
the right and HSI indicators increase.
Note
Annunciator should slowly center and HSI indicators should return to heading indicated.

9-Rotate the synchronizing knob a few degrees counterclockwise, and observe that annunciator
moves to the left and HSI indicators decrease.
Note
Annunciator should slowly center and HSI indicators should return to heading indicated.

10-Rotate synch knob right and them left through 360° and observe pilots HIS, copilots BDHI
and navigator BDHI follow the knob rotation without lag.