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AC 43.13-1B CHG 1 9/27/01 compass. Once aligned on the heading, the person in the cockpit runs the engine(s) to ap proximately 1,700rpm to duplicate the air craft’s magnetic field and then the person reads the compass. NOTE: (1) For conventional gear air- craft, the mechanic will have to posi- tion the magnetic compass in the straight and level position or mount the tail of the aircraft on a moveable dolly to simulate a straight and level cruise configuration. (2) Remember the hairline sight compass is only in- tended to be used as a general piece of test equipment. (2) If the aircraft compass is not in alignment with the magnetic North of the master compass, correct the error by making small adjustments to the North-South brass adjustment screw with a nonmetallic screw driver (made out of brass stock, or stainless steel welding rod). Adjust the N-S compen sator screw until the compass reads North (0°). Turn the aircraft until it is aligned with the East-West, pointing East. Adjust the E-W compensator screw until it reads 90°. Con tinue by turning the aircraft South 180° and adjust the N-S screw to remove one-half of the South’s heading error. This will throw the North off, but the total North-South should be divided equally between the two headings. Turn the aircraft until it is heading West 270°, and adjust the E-W screw on the compensator to remove one-half of the West error. This should divide equally the total E-W error. The engine(s) should be running. (3) With the aircraft heading West, start your calibration card here and record the mag netic heading of 270° and the compass reading with the avionics/electrical systems on then off. Turn the aircraft to align with each of the lines on the compass rose and record the com pass reading every 30°. There should be not more than a plus or minus 10° difference be tween any of the compass’ heading and the magnetic heading of the aircraft. (4) If the compass cannot be adjusted to meet the requirements, install another one. NOTE: A common error that affects the compass’ accuracy is the mounting of a compass or instruments on or in the instrument panel using steel ma- chine screws/nuts rather than brass hardware, magnetized control yoke, structural tubing, and improperly routed electrical wiring, which can cause unreasonable compass error. (5) If the aircraft has an electrical sys tem, two complete compass checks should be performed, one with minimum electrical equipment operating and the other with all electrical accessories on (e.g. radios, naviga tion, radar, and lights). If the compass read ings are not identical, the mechanic should make up two separate compass correction cards, one with all the equipment on and one with the equipment off. (6) When the compass is satisfactorily swung, fill out the calibration card properly and put it in the holder in full view for the pi lot’sreference. d. Standby (wet) Compass. Adjustment and compensation of the Standby Compass may also be accomplished by using the “com pass swing” method. Page 12-14 Par 12-37PDF Image | AFS-640
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