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Turning Error

1. Turning errors in a magnetic compass are at a maximum when passing through magnetic North or South, decreasing to zero when passing through East or West. 2. A pressure capsule for an airspeed indicator isolates dynamic pressure by subtracting static pressure, which is present both inside and outside the metal walls, from total pressure. This enables the capsule to expand proportionally to changes in airspeed. 3. An airspeed indicator is calibrated for standard air density at sea level and 15°C, so errors occur at other altitudes where air density changes due to variations in temperature and pressure.

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ayush verma
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59 views

Turning Error

1. Turning errors in a magnetic compass are at a maximum when passing through magnetic North or South, decreasing to zero when passing through East or West. 2. A pressure capsule for an airspeed indicator isolates dynamic pressure by subtracting static pressure, which is present both inside and outside the metal walls, from total pressure. This enables the capsule to expand proportionally to changes in airspeed. 3. An airspeed indicator is calibrated for standard air density at sea level and 15°C, so errors occur at other altitudes where air density changes due to variations in temperature and pressure.

Uploaded by

ayush verma
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as DOCX, PDF, TXT or read online on Scribd
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Since the magnet assembly is pendulously suspended, its inertia will cause it to

swing
forwards ahead of the pivot point.
This displacement enables a turning couple to rotate the magnet assembly anti-
clockwise
round the pivot.
The compass reading will therefore increase,
So indicating an apparent turn towards South.
the compass is over-reading Turning error- Liquid swirl
1. When turning through north in the Northern hemisphere it will increase the
magnitude
of the turning error.
2. Decreases error when turning through south.
SUMMARY OF TURNING ERRORS
1. These are maximum when passing through magnetic North or South,
decreasing to zero 1. It is therefore necessary to construct a device in which static pressure
is subtracted from pitot (total)
pressure in order to isolate dynamic pressure
2. Static pressure is present on both the inside and the outside of the metal walls of the capsule
and so
cancels.
3. Therefore the pressure differential between the inside and outside of the capsule is (Dy + S) -
S which is
Dynamic.
4. Expansion or contraction on the capsule will therefore be proportional to the changes in
dynamic
pressure produced by changes of airspeed.
CALIBRTION
1. Dynamic pressure depends not only on the
speed of the aircraft but also on the air
density.
2. This density varies with temperature and
pressure and therefore with altitude.
3. The ASI is calibrated to read true airspeed for
the air density of 1225 grams per cubic
metre which would be produced by the ISA
MSL pressure of 1013.25 hPa and
temperature + 15°C (dry air conditions).
4. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
5. No allowance is made in the calibration for
the change in density which occurs with
change of altitude.
6. As the ASI is only calibrated at MSL, and ISA conditions, flight at any other height will cause
errors.
AIRSPEEDS
AKSHEY SOOD
ASI COLOUR CODING
ERRORS

IAS (INDICATED AIR SPEED) READING ON INSTRUMENT


CAS is IAS corrected for
CAS (CALIBRATED AIR
Instrument and Position
SPEED)
(Pressure) Error.
Equivalent Airspeed is CAS
EAS (EQUIVALENT AIR
corrected for
SPEED)
Compressibility Error only
TAS (TRUE AIR SPEED) EAS + Density Error = TAS
GS (GROUND SPEED) TAS corrected for winds

when passing through East or West.


2. Magnitude of Turning Errors variables with rate of turn, duration of turn,
speed of the
aircraft, the headings involved, and the design of the compass.
3. At the magnetic equator where there is no vertical component Z in the earth’s
field,
liquid swirl is the sole source of turning error; with most

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