Compass Compensation & Adjustment

Exam Study Guide

Source material: CAP 562 Book 2, Chapter 34

(Leaflet 34-10 “Compass Base Surveying” and Leaflet 34-20 “Compasses”)
Cross-referenced with CAP 455 Airworthiness Notice No. 3 (Category ‘X’ Compasses licensing privileges)

How this guide is organized: Part-66/BCAR Section L examinations on this subject are built around graded
knowledge levels that mirror the ICAO Annex 1 personnel-licensing framework (Level 1 = recall of facts and
terminology, Level 2 = understanding of principles and application, Level 3 = analysis and judgement in
unfamiliar situations). The multiple-choice questions below are weighted toward Levels 1–2, and the essay
questions are written at Level 2–3 to test whether you can apply the procedures, not just recite them. Work
through the reference material first, then use the questions as a closed-book self-test.
Part A — Core Reference Material

A1. Key Definitions

Term Definition
Deviation The angular difference between magnetic heading and compass heading, caused
by the aircraft's own magnetic field. Easterly deviation is positive (compass card
end deflected East of the magnetic meridian); Westerly deviation is negative.
Swinging The overall technique of measuring deviation on a series of headings, calculating
the coefficients, neutralising the aircraft's field with compensators, and recording
any residual error on a deviation (“steer-by”) card.
Compass base A surveyed location, free (as far as practicable) from local magnetic interference,
on which swinging is carried out.
Compass safe distance The minimum distance from a compass at which an item of equipment may be
located without producing more than 1° of deviation under all operating
conditions, measured from the compass pivot to the nearest surface of the
equipment.
Flux detector unit (flux The sensing element of a remote-reading compass system, mounted away from
valve/fluxgate) aircraft-generated fields (typically a wingtip or the vertical stabiliser) and coupled
to a directional gyro or compass coupler.
Variation The horizontal angle between true and magnetic meridians; changes diurnally
and must be accounted for when an INS, rather than an external magnetic
datum, is used for swinging.

A2. Compass Base Requirements

A compass base must be:
• Accessible, reasonably level, and not interfere with aircraft movements.
• Free of ferromagnetic material (surface items such as fencing, drain/duct covers, lighting fixtures; and
buried items such as scrap metal, reinforced concrete, pipelines, cables, and magnetic rock/soil).
• Sited so its datum circle is at least 46 m (50 yd) from hangars or other steel-framed buildings, and at least
91 m (100 yd) from buildings with electrical power equipment or from power cables.
• Large enough and strong enough for the aircraft types likely to use it, accounting for turning radii, towing vs
taxiing, and sighting-equipment paths.
• Usable in wet weather.
• Permanently marked with the base centre, the central instrument area, the datum compass circle, known
magnetic anomalies, nose-wheel turning circles, and (for electrical swings) a North-South line with
monitor/turntable locations.
A3. Base Classifications
Class Max. permissible deviation anywhere Typical use
on the base
Class 1 ±0.1° Refined swings — e.g. remote-reading
compasses used as the primary heading
reference in conjunction with Doppler or
similar systems.
Class 2 ±0.25° Standard swings — e.g. remote-reading
compass as primary reference with a
direct-reading compass as standby.
(unclassified) Greater than ±0.25° Acceptable only where a direct-reading
compass is the primary heading reference.

A4. Types of Survey

• Initial Survey — first gross-error assessment; justifies proceeding to an establishment survey if within Class
1/2 limits.
• Establishment Survey — detailed survey at closely spaced points, used to formally classify the base.
• Periodic Re-survey — Class 1 every 5 years; Class 2 every 2 years (and, where possible, every 6 years by
QinetiQ).
• Annual Check — confirms markings/boundaries are intact and no work has affected the base's magnetic
properties.
• Area Survey — a specialised survey to select and validate a site for 'electrical' swinging, using a compass
calibrator set.

A5. Survey Methods

Method When used Key features
Reciprocal Initial, establishment, and Two precision datum compasses (master + mobile)
bearing periodic re-surveys — the most sighted on each other; deviation = difference
accurate method between bearing-plate readings minus 180°.
Distant bearing Initial surveys and gross-error Uses a fixed distant object (≥ 2 nautical miles away)
checks of Class 2 bases only as a bearing datum; requires a calculated angular
correction for lateral offset.
Surveying pole Lower accuracy; used where Two poles + one medium landing compass; cardinal
deviation limits looser than Class points fixed 9.1 m (30 ft) each side of centre;
1/2 are acceptable, or as a quick reciprocal check within ±1°; chord-distance check
gross-error check within ±76 mm (3 in).
Area survey Selecting/validating a site for Uses a compass calibrator (monitor + console);
'electrical' swinging checks both direction and field strength in vertical
and horizontal planes; typical index-error tolerance
is 6 minutes of arc.
Instrument spacing for an establishment survey is typically every 6 m (20 ft), with the tripod near its maximum
height of 1.5 m (5 ft) (lower if the aircraft's compass/detector location is lower).

A6. Direct-Reading Compass Errors and Compensation

Error Cause Formula Compensation
Index (Coefficient Misalignment of the A = (sum of deviations Rotate the compass in its
A) compass in its mount; on all 8 headings) ÷ 8 mounting bracket by the
constant on all headings calculated angle.
One-cycle Hard-iron and induced soft- B = (Dev E − Dev W) ÷ 2; Permanent-magnet
(Coefficients B & C) iron magnetism, varying as C = (Dev N − Dev S) ÷ 2 compensator built into or
sine/cosine of heading mounted on the compass
bowl — two magnet pairs
adjusted by a screwdriver-
slot or keyed spindle.

A7. Remote-Reading Compass Systems — Errors and Compensation

Remote-reading systems use the same A, B, C coefficients as direct-reading compasses (calculated the same
way, applied to the flux detector unit instead of the compass bowl), plus two additional error types unique to
remote systems:

Error Cause Notes

Two-cycle Impedance/voltage unbalance in the Not a coefficient A/B/C type error —
(transmission) error detector coils or synchros; also soft-iron arises from the data-transmission chain
magnetism itself.
Crosstalk error Unequal coil sensitivities / unequal air Measured at 90°, 180°, and 270° —
gaps between flux collector horns during does not occur at 0°, because no
an electrical swing simulating voltage is applied at that
heading.

Compensation methods:
• Index (A) error — rotate the flux detector unit (clockwise for +A, anticlockwise for −A) or, in some systems,
apply an electrical differential via a synchro.
• One-cycle (B/C) error — either a mechanical permanent-magnet compensator on top of the detector unit,
or an electrical compensator with adjustable potentiometers feeding correcting current into the pick-off
coils.
• Crosstalk error — corrected only during an electrical swing, by applying opposing D.C. signals to the
detector coils.
A8. Swinging Procedures
Conventional swinging (direct- or remote-reading, using a marked base or a datum compass):
• Tow the aircraft onto the base; align on/parallel to the marked heading lines (plumb-line sighting) or
position the datum compass on the datum circle.
• Take readings on the four cardinal headings first.
• Calculate and apply C (from N/S readings), then B (from E/W readings), adjusting the compensator after
each.
• Re-check cardinal headings, then take quadrantal readings (NE/SE/SW/NW).
• Calculate A from all eight (post-B/C-corrected) deviations and correct by rotating the compass/detector
mount.
• Record final residual deviations (should not exceed 3°, or 5° for light aircraft) on the deviation card at 45°
intervals (30° for light aircraft).
Positioning tolerances: within ±5° of the nominal heading when using a datum compass is generally acceptable
(some systems specify ±3°); malalignment for an electrical swing is generally limited to about 1°.

'Electrical' swinging (remote-reading only):

Simulates rotation of the aircraft by applying calculated D.C. voltages (E1, E2) to the flux detector coils instead of
physically rotating the aircraft through each heading. Sequence: check magnetic North at the monitor location
→ check/align detector unit index error → check E1/E2 voltages → determine crosstalk error (at 90°/180°/270°)
→ optical transfer of the detector unit if not pre-indexed → final swing in 15° increments.

INS-referenced swinging:
Uses inertial navigation heading as the datum instead of an external magnetic reference. Because diurnal
changes in magnetic variation affect only the aircraft's magnetic compass (not the INS), the applicable local
variation must be applied to each INS reading before comparing it to the compass reading. Diurnal variation is
typically about 0.1° in winter and 0.3° in summer, but can reach 0.5°–1° during high sunspot activity.

A9. Deviation Card

• Compiled after compensation, showing “steer-by” compass readings for magnetic headings at 45° intervals
(30° for light aircraft).
• Must state whether the swing was carried out with radio equipment on or off, plus aircraft
type/registration, compass type/serial number, date, place, and the compiler's signature/authority.
• The swing must be logged and certified in the aircraft's Technical Log.

A10. When Swinging Is Required In Service

A full swing is required after installation of a compass/detector unit or (for direct-reading) after
installation/replacement of a separate compensator. A check-swing (four headings, 90° apart, compared against
the existing deviation card) is normally sufficient for:
• Scheduled check inspections.
• Reports of inaccurate heading indications.
• Repairs/modifications involving magnetic material (especially near fuselage-mounted engines).
• Compass shock (e.g. heavy landing).
• Severe electrical storm or lightning strike.
 • Magnetic crack-detection examination of the aircraft.
• Change to a significantly different magnetic latitude.
• Significant change to electrical/radio installations near the compass.
• Magnetic freight loads.
• Long-term storage.
If a check-swing reveals a difference from the recorded deviations, a full swing must then be carried out.

A11. Regulatory / Licensing Context

Under UK CAA Airworthiness Notice No. 3 (issued under the framework of AN No. 10, paragraph 15), compass
compensation and adjustment is its own separate type-rating/licence category — historically Category 'X'
Compasses. Key licensing points to know for the exam:
• A Certificate of Release to Service may not be issued for compass compensation and adjustment unless the
licence/authorisation is specifically endorsed for it — holding a general mechanical or avionics rating is not
sufficient.
• Because Category 'X' (Compasses) is treated separately, the holder of a Type Rated Licence in Category 'X'
alone does not count toward the “at least two categories” requirement needed to issue a Certificate of
Maintenance Review.
• This separation exists because compass swinging is a specialised technical skill distinct from general avionics
or mechanical maintenance, requiring specific practical training and demonstrated currency (the general
BCAR/Part-66 currency rule of at least 6 months' relevant experience in the preceding 24 months still
applies).
Part B — Diagrams

Diagram 1: Compass Swinging Headings

The eight headings used for a full swing are the four cardinal points and four quadrantal points, at 45° intervals:

Compass swinging headings — cardinal and quadrantal points at 45° intervals

Diagram 2: Telescopic Target Fixture (aircraft sighting point example)

Used to determine the aircraft's longitudinal axis during swinging by sighting the datum compass on the fixture's
crosshair and scale, then comparing the scale reading against the datum compass's bearing of a pre-selected
reference target.
Telescopic Target Fixture — CAP 562 Figure 1
Diagram 3: Target Fixture and Ball (alternative sighting arrangement)
An alternative sighting method: the fixture's telescope is aligned on a target ball suspended on a cable between
the main landing-gear up-lock rollers, offset from the aircraft centreline.

Target Fixture and Ball — CAP 562 Figure 2

Diagram 4: Compensation Sequence at a Glance

• 1. Position aircraft / datum compass on North
• 2. Take reading & deviation on N and S
• 3. Calculate Coefficient C = (Dev N − Dev S) ÷ 2
• 4. Apply C correction to N & S readings; adjust compensator
• 5. Take reading & deviation on E and W
• 6. Calculate Coefficient B = (Dev E − Dev W) ÷ 2
• 7. Apply B correction to E & W readings; adjust compensator
• 8. Re-check all 4 cardinal headings
• 9. Take readings on 4 quadrantal headings NE / SE / SW / NW
• 10. Calculate Coefficient A = sum of 8 corrected deviations ÷ 8
• 11. Rotate compass/detector mount by A to remove index error
• 12. Record final residual deviations — must be within 3° (5° light aircraft)
• 13. Compile deviation 'steer-by' card at 45° intervals
• 14. Certify swing in aircraft Technical Log
Part C — Multiple Choice Questions
Choose the single best answer, then check your reasoning against the explanation before moving on.

Q1. What is the maximum permissible deviation anywhere within a Class 1 compass base?
A) ±0.25°
B) ±0.5°
C) ±0.1°
D) ±1°
Answer: C. Class 1 bases must not exceed ±0.1° deviation anywhere in the base area — the higher-accuracy
classification, needed for refined swings such as those involving Doppler-referenced remote compass
systems. Class 2 permits the looser ±0.25°.

Q2. How often must a Class 2 compass base undergo a periodic re-survey?
A) Every year
B) Every 2 years
C) Every 5 years
D) Every 10 years
Answer: B. Class 2 bases are re-surveyed every 2 years (Class 1 bases every 5 years), with QinetiQ
recommended for a full re-survey every 6 years regardless of class.

Q3. A compass base's datum circle must be sited at least how far from a building containing electrical power
generation/distribution equipment?
A) 23 m (75 ft)
B) 46 m (50 yd)
C) 91 m (100 yd)
D) 150 m (500 ft)
Answer: C. 91 metres (100 yards) is required from power-generation/distribution buildings and
overhead/underground power cables. The shorter 46 m (50 yd) distance applies to hangars and other steel-
framed buildings.

Q4. Which survey method uses two precision datum compasses, designated “master” and “mobile,” sighted
on each other's telescopes?
A) Distant bearing method
B) Reciprocal bearing method
C) Surveying pole method
D) Area survey
Answer: B. The reciprocal bearing method is the most accurate survey technique and is suitable for initial,
establishment, and periodic re-surveys. The master compass stays fixed near the base centre while the
mobile compass is moved to survey points.

Q5. In the distant bearing method, how far away must the reference object be?
A) At least 500 m
B) At least 1 nautical mile
C) At least 2 nautical miles
 D) At least 5 nautical miles
Answer: C. The distant object must be at least 2 nautical miles away, with its position and the base position
plotted on a large-scale map so an angular correction can be calculated for any lateral offset from the direct
line of sight.

Q6. In the surveying pole method, how far are the north and south poles positioned from the centre pole?
A) 4.6 m (15 ft)
B) 9.1 m (30 ft)
C) 15 m (50 ft)
D) 23 m (75 ft)
Answer: B. Each pole is positioned 9.1 metres (30 feet) from the centre pole, with a medium landing
compass set up and levelled at the southern position, sighted to read due North initially.

Q7. Which of the following is classified as an underground (rather than surface) source of magnetic
interference on a compass base?
A) Wire fencing
B) Lighting installations
C) Reinforced concrete
D) Drain covers
Answer: C. Reinforced concrete, buried scrap metal, pipelines, magnetic soil/rock, and buried electrical
cables are underground sources. Fencing, drain covers, and lighting installations are listed as surface
(obvious) sources.

Q8. What does “Coefficient A” (Index Error) represent?

A) An error that varies as the sine of aircraft heading
B) A constant misalignment error present on all headings
C) An error unique to remote-reading systems during electrical swings
D) An error caused by unequal air gaps in the flux collector horns
Answer: B. Index error results from physical misalignment of the compass or flux detector unit in its
mounting and has the same magnitude regardless of heading — unlike one-cycle (B/C) errors, which vary as
sine/cosine functions of heading.

Q9. Coefficient C is calculated using deviations recorded on which two headings?

A) East and West
B) North and South
C) NE and SW
D) All eight cardinal and quadrantal headings
Answer: B. C = (Deviation on North − Deviation on South) ÷ 2. Coefficient B uses East and West readings in
the same way; Coefficient A uses the average of all eight headings.

Q10. During compensation, in what order are the coefficients normally corrected?
A) A, then B, then C
B) C, then B, then A
C) B, then A, then C
D) All three simultaneously
 Answer: B. The standard sequence is: correct Coefficient C (from N/S) first, then Coefficient B (from E/W), re-
check the cardinal headings, take quadrantal readings, then finally calculate and correct Coefficient A from
all eight headings.

Q11. What is the typical maximum residual deviation permitted on any heading after full compensation of a
standard (non-light) aircraft?
A) 1°
B) 2°
C) 3°
D) 5°
Answer: C. Residual deviation should not exceed 3° on any heading for standard aircraft (5° is the allowance
specified for light aircraft).

Q12. Which error type is unique to remote-reading compass systems and does NOT apply to direct-reading
compasses?
A) Index (A) error
B) One-cycle (B/C) error
C) Two-cycle (transmission) error
D) All of the above apply equally to both
Answer: C. Two-cycle (transmission) errors arise from impedance/voltage imbalance in the flux detector
sensing element or synchros — a feature specific to the remote-reading transmission chain. A, B, and C
coefficient errors are common to both compass types (calculated the same way).

Q13. At which heading(s) does crosstalk error NOT occur during an electrical swing?
A) 0°
B) 90°
C) 180°
D) 270°
Answer: A. Crosstalk error is measured at 90°, 180°, and 270°. It does not occur at 0° because no simulating
D.C. voltage is applied to represent that heading.

Q14. What are the E1 and E2 voltages used for in an electrical swinging procedure?
A) Powering the compass calibrator's internal inverter
B) Simulating the earth's magnetic field at the flux detector sensing element
C) Illuminating the compass card for night readings
D) Driving the turntable motor
Answer: B. E1 and E2 are D.C. voltages applied respectively to the A-leg and B/C-leg pick-off coils of the flux
detector, electromagnetically simulating the earth's field at different aircraft headings so the aircraft does
not need to be physically rotated.

Q15. Why must diurnal magnetic variation be specifically accounted for when using an Inertial Navigation
System (INS) as the swinging datum, but not when using an external magnetic datum compass?
A) INS headings are always less accurate than compass headings
B) Diurnal variation affects only the aircraft's magnetic compass, not the INS, whereas an external datum
compass is affected by the same variation as the aircraft compass
C) INS systems cannot be used above certain magnetic latitudes
D) Diurnal variation does not exist at aerodromes
 Answer: B. With an external magnetic datum, both the datum compass and the aircraft's compass shift
together with diurnal variation, so it cancels out. An INS is unaffected by variation, so its reading and the
compass reading diverge as variation changes through the day unless a correction is applied.

Q16. A compass swing reveals deviations on N/E/S/W of −6°, +2°, −2°, and 0° respectively. What is Coefficient
C?
A) −4°
B) −2°
C) +1°
D) +2°
Answer: B. C = (Dev N − Dev S) ÷ 2 = (−6 − (−2)) ÷ 2 = (−4) ÷ 2 = −2°.

Q17. Using the same readings as Q16, what is Coefficient B?

A) −1°
B) 0°
C) +1°
D) +2°
Answer: C. B = (Dev E − Dev W) ÷ 2 = (2 − 0) ÷ 2 = +1°.

Q18. What routine action is recommended for a compass's deviation compensators when no new components
have been installed during a subsequent swing?
A) Reset them to their neutral position before starting
B) Leave them at their previous settings, so drift of the coefficients over time can be tracked
C) Remove them and have them recalibrated off-aircraft
D) Double the previous correction values
Answer: B. If no new compass, detector unit, or compensator has been fitted, compensators should be left at
their existing settings, allowing engineers to observe how the coefficients change over successive swings — a
useful trend indicator of degrading compensation or new interference.

Q19. Which of the following would require only a check-swing rather than a full swing?
A) Installation of a new flux detector unit
B) Replacement of a separate deviation compensator device
C) A reported inaccuracy in heading indication
D) Installation of a complete new compass system
Answer: C. A reported heading inaccuracy calls for a check-swing (four headings, 90° apart, compared to the
existing deviation card); if a difference is found, only then is a full swing required. New installations of a
detector unit, compensator, or complete system require a full swing.

Q20. Under UK licensing arrangements referenced in CAP 455 (Airworthiness Notice No. 3), what must be true
before an engineer may issue a Certificate of Release to Service for compass compensation and adjustment
work?
A) The engineer must hold any valid mechanical Type Rated Licence
B) The engineer's licence or authorisation must be specifically endorsed for compass compensation and
adjustment
C) Any two Type Rated Licence categories are sufficient
D) No specific endorsement is required if the aircraft is below 2,730 kg
 Answer: B. Compass compensation and adjustment (historically Category 'X' — Compasses) is treated as a
distinct licensing privilege. A Certificate of Release to Service may not be issued for this work unless the
licence/authorisation is specifically endorsed to that effect.

Q21. What is the recommended tripod height for survey instruments during an establishment survey, and
why?
A) 1.5 m (5 ft) — approximately the height of most direct-reading compasses and flux detector units in
aircraft
B) 3 m (10 ft) — to clear ground-level interference
C) 0.5 m (18 in) — to match the height of buried services
D) Height is irrelevant to the survey result
Answer: A. The tripod is normally set near its maximum height of about 1.5 m (5 ft), matching the typical
height of aircraft compasses and flux detector units above the ground; if a particular aircraft's equipment is
mounted lower, readings should be taken closer to the ground instead.

Q22. What must be checked and corrected for before starting a reciprocal bearing survey, using a sight on a
distant object?
A) Aircraft weight and balance
B) Instrument error / correction between the master and mobile compass
C) Runway lighting circuits
D) Local air traffic control clearance only
Answer: B. Before surveying, both compasses are aligned on a common distant object to establish a
correction factor, which is then applied to the mobile compass's subsequent readings throughout the survey;
this correction should be re-checked periodically during the survey.

Q23. Which statement about the Surveying Pole Method is correct?

A) It is the most accurate method and is used for Class 1 base establishment
B) It requires a compass calibrator console and turntable
C) Its use should be restricted to locations where deviation limits looser than Class 1/2 are acceptable, or for
gross-error checks
D) It cannot be used for gross-error checks
Answer: C. The surveying pole method is of lower accuracy than the bearing methods and does not use a
distant magnetic bearing as a datum; it is intended for lower-accuracy locations (e.g. direct-reading-
compass-only operations) or quick gross-error assessments.

Q24. During the Detector Unit Location Check (Area Survey), what is the typical acceptable difference in
monitor index error between minimum and maximum tripod height?
A) 1 minute
B) 6 minutes
C) 30 minutes
D) 2 degrees
Answer: B. A typical acceptable limit is 6 minutes of arc difference between the index errors recorded at
minimum and maximum tripod height; exceeding this indicates the surveyed area is unsuitable.

Q25. How far from the base must the monitor be located for the Monitor Location Check, and why?
A) 3–4.6 m, to keep it close to the console
B) 23–30 m (75–100 ft), so aircraft magnetic effects do not influence monitor readings
C) 800 m, so it is beyond radio range
D) Directly on the base centre, to align with the North-South line
Answer: B. The monitor is typically located 23 to 30 metres (75–100 feet) from the base so that readings
taken there, with an aircraft positioned on the base, are not influenced by the aircraft's own magnetic field.
Part D — Essay / Extended-Response Questions
These are written at ICAO Level 2–3 (application and analysis). For each, model-answer guidance is given — use
it to structure your own answer and check you've covered the key points, rather than as a substitute for writing
your own response in full sentences under exam conditions.

E1. Describe the procedure for establishing the classification of a compass base, from initial site selection
through to periodic re-survey. Your answer should address the roles of the Initial Survey, Establishment
Survey, and Periodic Re-survey, and explain how base classification (Class 1 vs Class 2) affects subsequent
aircraft swinging operations.
Guidance points to cover:
• Site selection criteria (accessibility, freedom from ferromagnetic material, clearance distances from
buildings/cables, load-bearing capacity).
• Initial Survey — gross-error assessment, usually by the operator/airport authority, sometimes with QinetiQ;
justifies proceeding further if within Class 1/2 limits.
• Establishment Survey — detailed, closely-spaced measurement grid to formally determine and certify the
classification.
• Classification limits: Class 1 (±0.1°) vs Class 2 (±0.25°), and the operational reason for the distinction
(Doppler/precision remote systems vs standard remote+standby direct-reading operations).
• Periodic Re-survey intervals (5 years Class 1, 2 years Class 2, 6-yearly QinetiQ check) and Annual Checks for
marking/boundary integrity.
• Consequence of degraded classification: an aircraft requiring Class 1 accuracy cannot be swung accurately
on a base that has drifted below that standard — new construction nearby, buried services, or time-related
magnetic drift in hardcore/aggregate are common causes.

E2. Compare and contrast the reciprocal bearing method and the distant bearing method of compass base
surveying. In your answer, explain the circumstances under which each is appropriate, and why one is
considered more accurate than the other.
Guidance points to cover:
• Reciprocal bearing: two precision compasses (master + mobile) sighted on each other's telescopes;
deviation from bearing-plate difference minus 180°; usable for initial, establishment, and periodic re-
surveys — the most accurate method because it removes dependence on a single fixed remote reference
and allows continuous instrument-error correction.
• Distant bearing: single bearing compass referenced against an object ≥2 NM away, with a calculated angular
correction for lateral offset; limited to initial surveys and Class 2 gross-error checks because accuracy is
constrained by the correction calculation and the practical difficulty of an error-free very-long sight line.
• Why accuracy differs: reciprocal bearing directly compares two co-located, cross-checked instruments at
each survey point, while distant bearing relies on a single instrument and an assumed-deviation-free base
centre, introducing more potential error sources.
• When each would be selected in practice (e.g., distant bearing for a quick preliminary check where
establishing two full instrument stations isn't yet justified).

E3. Explain the sequence of coefficient calculation and compensation used when swinging a direct-reading
compass, including the formulas used for Coefficients A, B, and C. Illustrate with a worked example using
deviations of your choice.
Guidance points to cover:
 • Sequence: cardinal headings first (N, E, S, W) → calculate and apply C (from N/S) → calculate and apply B
(from E/W) → re-check cardinals → take quadrantal headings → calculate and apply A from all eight
corrected deviations.
• Formulas: C = (Dev N − Dev S)/2; B = (Dev E − Dev W)/2; A = (sum of all 8 deviations)/8.
• Explain why C and B are corrected before A: A is an average across all headings, so it must be calculated
after the heading-dependent B/C errors have already been removed, otherwise the average would be
skewed by uncorrected one-cycle error.
• A full worked numeric example, showing readings, deviations, coefficient calculations, and the corrected
“steer-by” values that would appear on the deviation card.
• Note the compensation hardware used (permanent-magnet compensator unit with rotatable magnet pairs
for B/C; physical rotation of the compass in its mount for A).

E4. Explain the differences between conventional swinging and 'electrical' swinging of a remote-reading
compass system. Why might an operator choose one method over the other, and what additional error type
must be checked only during an electrical swing?
Guidance points to cover:
• Conventional swinging: aircraft is physically rotated (towed or taxied) through cardinal and quadrantal
headings on a marked base or against a datum compass; straightforward but requires more ground
movement/time and precise physical alignment.
• Electrical swinging: aircraft stays fixed heading North; a compass calibrator applies calculated E1/E2 D.C.
voltages to the flux detector coils to simulate rotation through each heading electromagnetically.
• Reasons to prefer electrical swinging: faster, avoids repeated towing/taxiing and associated aircraft
movement risk, allows finer heading increments (final swing performed in 15° steps), useful where ground
movement space is constrained.
• Crosstalk error is unique to electrical swinging — caused by unequal detector coil sensitivities/air gaps
when the simulating D.C. signals are applied; measured at 90°, 180°, 270° (not 0°) and corrected by applying
opposing D.C. signals in the North-South and East-West directions.
• Note that electrical swinging still depends on an accurate prior Area Survey of the base (Detector Unit
Location Check and Monitor Location Check) to be valid.

E5. An aircraft operator reports that a remote-reading compass system has been giving inconsistent heading
indications since a lightning strike during flight. Describe the actions an appropriately licensed engineer
should take, referencing the relevant swing/check-swing criteria and the applicable licensing requirements.
Guidance points to cover:
• A lightning strike is explicitly listed as a trigger for a check-swing (four headings, 90° apart, compared
against the existing deviation card).
• If the check-swing shows a difference from the recorded deviations, a full swinging procedure must then be
carried out.
• Before swinging: serviceability checks per the Maintenance Manual, ensure no loose magnetic tools/items
are left in the aircraft, correct compensator neutral settings if any component was replaced, and confirm
the compass base's classification is adequate for the aircraft's operational requirement (Class 1 vs Class 2,
or an unclassified base only if a direct-reading compass is primary).
• The engineer issuing the Certificate of Release to Service for this work must hold a licence/authorisation
specifically endorsed for compass compensation and adjustment (historically Category 'X' — Compasses) —
a general mechanical or radio rating alone is not sufficient, per CAP 455 AN No. 3.
• The result must be recorded on a deviation card and certified in the aircraft's Technical Log Book.
E6. Explain why diurnal variation is a concern when using an Inertial Navigation System (INS) as the heading
datum for compass swinging, and describe the correction procedure outlined for cardinal-heading swings
under this method.
Guidance points to cover:
• Definition of diurnal variation and typical magnitude (≈ 0.1° winter, ≈ 0.3° summer, up to 0.5°–1° during
high sunspot activity).
• Why it matters for INS-referenced swings specifically: the INS heading is unaffected by variation, but the
aircraft's magnetic compass is — so any change in local variation during the swing introduces a false
deviation if not corrected for.
• Why it does not matter for external-magnetic-datum swings: both the datum compass and the aircraft
compass experience the same variation shift, which cancels out in the deviation calculation.
• Procedure: position the aircraft within about 2° of North using INS display readings; average the readings;
apply local variation (add for Westerly, subtract for Easterly) to obtain the magnetic heading; note the
compass system heading after allowing it to synchronise; calculate deviation; repeat on the other three
cardinal headings.
• Residual risk: variation can still change during the synchronisation delay, so operators must judge whether
the resulting error is acceptable compared with using an external datum compass instead.

E7. Discuss the purpose and process of an Area Survey, and explain how the Detector Unit Location Check and
Monitor Location Check together support an 'electrical' swinging procedure.
Guidance points to cover:
• Purpose: to validate a base for electrical swinging by confirming uniformity of the earth's field (direction
and strength) at the points corresponding to aircraft flux detector unit locations, and to select a suitable
monitor location.
• Detector Unit Location Check: measurements in vertical plane (min/max tripod height, cardinal headings,
index-error difference ≤ typically 6 minutes) and horizontal plane (centre + four perimeter points on a 1.5 m
radius circle, cardinal headings, index-error consistency).
• Monitor Location Check: selecting a point 23–30 m from the base so aircraft magnetic effects don't
influence readings; obtaining the bearing of a reference target ≥800 m away, visible from the monitor
location with an aircraft on base; comparing readings between monitor location and detector location
within 30 minutes of each other to minimise the effect of changing field conditions.
• How the two checks combine: together they confirm the base's magnetic environment is uniform enough,
and establish the reference values (index error, voltage settings, target bearing) needed to run the actual
electrical swing accurately.

E8. Explain the concept of “compass safe distance” and describe at least four practical installation
considerations an engineer must apply to minimise magnetic interference with an aircraft compass.
Guidance points to cover:
• Definition: minimum distance from the compass pivot to the nearest surface of an item of equipment, such
that the item produces no more than 1° of deviation under all operating conditions; distances are specified
per item by the manufacturer.
• Practical considerations (any four, with explanation): avoid magnetic steel parts (especially movable ones)
near the compass; position uni-directional current-carrying cables at least 2 ft away (double-pole/twisted
cables largely cancel their field); respect manufacturer-specified compass safe distances for equipment;
consider magnetic fields from windscreen pillars/frames or instrument mountings carrying current; test
modifications to nearby radio/electrical/instrument installations for deviation effects; use non-magnetic
 materials for compass mounting brackets, nuts, screws, and washers; be alert to residual magnetism in
structural components (e.g. control columns) in light aircraft, checked with a simple pocket compass.
• Allowable limits: most adverse combination of electrical loads must not cause more than 2° deviation (5° for
light aircraft).
Part E — Quick-Reference Numbers to Memorise
Value What it applies to
±0.1° Class 1 base maximum deviation
±0.25° Class 2 base maximum deviation
5 years Class 1 periodic re-survey interval
2 years Class 2 periodic re-survey interval
6 years Recommended QinetiQ re-survey interval, both classes
46 m (50 yd) Minimum distance from hangars/steel buildings
91 m (100 yd) Minimum distance from power buildings/cables
6 m (20 ft) Typical survey instrument spacing
1.5 m (5 ft) Typical survey tripod height
≥ 2 NM Minimum distant-object range, distant bearing method
9.1 m (30 ft) Pole spacing, surveying pole method
±76 mm (3 in) Chord-distance tolerance, surveying pole method
6 minutes (typical) Index-error tolerance, area survey
23–30 m (75–100 ft) Monitor location distance from base, area survey
≥ 800 m (½ mile) Minimum reference target distance, area survey
3° (5° light aircraft) Maximum residual deviation after full compensation
2° (5° light aircraft) Maximum deviation from worst-case electrical load
45° (30° light aircraft) Deviation card reading intervals
90°, 180°, 270° Headings at which crosstalk error is checked
15° Increment used for the final electrical swing check

Study tip: the numeric limits above are prime multiple-choice material — examiners frequently swap in a
plausible but wrong figure (e.g. “50 m” instead of “46 m”) to test precise recall. Cross-check any figure you're
unsure of against Part A before your exam.