DRAFT

Advisory Circular
AC 43-17(0) NOVEMBER 2004
CALIBRATION OF AIRCRAFT COMPASSES

CONTENTS 1. REFERENCES
1. References 1 Civil Aviation Safety Regulation (CASR)
43.050.
2. Purpose 1
CAANZ Advisory Circular 43-7.
3. Status of this AC 1
Calibration of compasses and surveying
4. Definitions 2 compass swing sites.
5. General 2
6. Occasions for calibration 3 2. PURPOSE
This Advisory Circular (AC) provides
7. Compass Calibration 4
information on methods, techniques, and
8. Compass Compensation 4 practices for the calibration of aircraft
9. De-magnetisation 5 compasses.

10. Preparation for Compass Swing 5

3. STATUS OF THIS AC
11. Air-Swings 6
This is the first AC to be issued on this
12. Recording 6 subject.
13. Calibration and Compensation of
Aircraft Compasses — An Acceptable
Procedure 7

Advisory Circulars are intended to provide recommendations and guidance to illustrate a means
but not necessarily the only means of complying with the Regulations, or to explain certain
regulatory requirements by providing interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance
material.
ACs should always be read in conjunction with the referenced regulations

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2 AC 43-17(0): Calibration of aircraft compasses

4. DEFINITIONS
For the purpose of this AC the following definitions are used:
Air-swing: means to perform the calibration of a compass during a flight detailed for this
purpose.
Calibration: means the measurement of residual deviations of a compass installed in an
aircraft, any necessary compensation of this deviation, and the recording of the residual
deviation.
Compass Swing Site: means a prepared area with minimum magnetic abnormalities on
which an aircraft may be oriented or swung to various headings for the purpose of
checking the aircraft on-board compass systems and the standby compass.
Compensation: means the correction of deviations resulting from magnetism in an aircraft.
Deviation: means the angle required to be added algebraically to a compass reading to
obtain the aircraft magnetic heading.
Direct reading compass: means a compass having the magnetic sensing element and
heading indication located in the one instrument.
Remote indicating compass (non-stabilised): means a remote indicating compass without
gyroscopic means of stabilisation or smoothing (e.g. Magnesyn compass).
Remote indicating compass (stabilised): means a compass system which has the magnetic
sensing element located remotely from the indicator(s) together with gyroscopic means to
stabilise or smooth the heading indications.
Standby compass: means a direct reading compass which is not used as the primary
heading reference.

5. GENERAL
5.1 This Advisory Circular provides helpful information with regard to calibration of
aircraft compasses when addressing the requirements of CASR 43.050. Under this
regulation a person carrying out maintenance must use:
(a) the methods, techniques and practices set out in:
(i) the manufacturer’s maintenance manual for the aircraft or aeronautical
product concerned; or
(ii) the Instructions for Continued Airworthiness issued by the
manufacturer of the aircraft or product; or
(b) another method, technique or practice acceptable to an AAR or CASA.
The following information describes a method that may be used to perform calibration of
aircraft compasses to meet the requirement of CASR 43.050(1)(b).

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AC 43-17(0): Calibration of aircraft compasses 3

5.2 Aircraft compass calibration may be conducted by using approved compass

calibration equipment or by aligning an aircraft on known magnetic headings for the
purpose of determining and compensating the degree of error in the compass system(s) and
the magnetic standby compass. This procedure should only be conducted at a suitable
compass swing site that is level and free from magnetic disturbances. When conducting a
compass swing, manufacturer’s procedures should be followed. Where no manufacturer’s
procedures are available the procedures in this Advisory Circular provide information on
compass calibration procedures.

6. OCCASIONS FOR CALIBRATION

6.1 Each installed compass or compass system should be calibrated:
(a) prior to the issue of an initial Certificate of Airworthiness; or
(b) at intervals specified in the aircraft’s Maintenance Program.
6.2 Each compass or compass system should also be calibrated:
(a) when initially installed or reinstalled in an aircraft;
(b) when permanently locating an aircraft from northern hemisphere operations
to southern hemisphere operations;
(c) after an engine change, unless the aircraft manufacturer prescribes otherwise;
(d) whenever a magnetic sensing element has been changed or relocated;
(e) after modification of an electrical or avionic system installation of the
aircraft, unless the certifying engineer is satisfied that the modification will
not affect the compass;
(f) after a suspected lightning strike, unless an in-flight comparison on at least
four headings, checked 90 degrees apart proves that no change of deviation
has occurred between the standby compass and compass system(s) installed
on the aircraft;
Note: A heading check may only be made during the flight on which a
suspected strike has occurred if this procedure is documented in the
appropriate aircraft flight manual.
(g) after any maintenance involving the addition, removal, or relocation of
magnetic materials likely to influence compass deviation;
Note: Manufacturers maintenance manuals may indicate the components
that, if changed, would require the compass to be swung.
(h) following any operational occurrence, such as an accident, or heavy landing,
that is likely to affect compass deviation; and
(i) after long-term storage of the aircraft whenever there is reason to suspect that
a change of deviation may have occurred.

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4 AC 43-17(0): Calibration of aircraft compasses

7. COMPASS CALIBRATION
7.1 Compass calibration should be conducted using approved compass calibration
equipment by aligning the fore and aft axis of the aircraft with each cardinal and 30
degrees magnetic heading intervals. The deviation is determined at each magnetic heading
with all equipment positioned and operating so that the magnetic effects of the aircraft as
sensed by the compass(es) are as near as is practicable to those of straight and level flight.
The deviation at any heading should not exceed:
(a) 2 degrees for a remote indicating compass (stabilised);
(b) 5 degrees for a remote indicating compass (non-stabilised);
(c) 5 degrees for a direct reading compass used as the primary compass; and
(d) 10 degrees for a standby compass.
Note 1: Some aircraft manufacturers may only have a requirement in their
maintenance manual for a swing to be accomplished on 8 headings
at 45 degree intervals. In this circumstance the four main cardial
points, North, East, South, West and the four intermediate points,
Northeast, Southeast, Southwest and Northwest are the headings to
be used.
Note 2: An acceptable procedure for compass calibration is described in
paragraph 13 of this Advisory Circular.
7.2 Any practical combination of aircraft systems, that are positioned, operated or
loaded within their operating limits should not vary the compass deviations existing under
the conditions specified in paragraph 7.1 in excess of:
(a) 2 degrees for a remote indicating compass (stabilised);
(b) 4 degrees for a remote indicating compass (non-stabilised);
(c) 5 degrees for a direct reading compass used as the primary compass; and
(d) 8 degrees for a standby compass except that in specific circumstances,
magnetic interference to a standby compass may exceed 8 degrees provided
that details of these circumstances are stated in the operations or flight
manuals and placarded adjacent to the compass;
except that magnetic interference that occurs only occasionally and for short periods may
be ignored.

8. COMPASS COMPENSATION
8.1 Compasses need to be compensated when the result of the compass calibration
discloses:
(a) a deviation which differs by 3 degrees or more from that anticipated by virtue
of a previous calibration; or
(b) a deviation in excess of the limits specified in paragraph 7.1 on any heading.

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AC 43-17(0): Calibration of aircraft compasses 5

8.2 Compass compensation is performed by aligning the fore and aft axis of the
aircraft with each of the cardinal and 30 degree magnetic headings and:
(a) determining the compass deviations;
(a) compensating the compass for coefficients. A, B and C if they exceed 2
degrees.
Note: Acceptable procedures for compass compensation are described in
paragraph 13 of this Advisory Circular.

9. DE-MAGNETISATION
9.1 Aircraft compass calibration can be affected by the magnetisation of the aircraft
and its components. This magnetisation may be a result of residual magnetism of installed
aircraft components or as result of a lightening strike. In the case of a lightening strike the
disturbance can be very high and any de-magnetisation should not be attempted until the
aircraft is magnetically stable. Stabilisation can take several days.
9.2 If after a suspected lightning strike, an in-flight comparison check performed on at
least four headings, checked 90 degrees apart indicates that deviation has occurred between
the standby compass and compass system(s) installed on the aircraft the aircraft should be
de-magnetised and a compass swing carried out.
9.3 De-magnetisation should be accomplished in accordance with the manufacturer’s
recommendations.
9.4 After de-magnetisation the aircraft should be flown twice, each flight for at least
one hour, performing figure of eight manoeuvres on each of the main compass headings to
stabilise the magnetism. The deviations should be calculated during these flights to
determine the effectiveness of the de-magnetisation process. The aircraft compass(es)
should be re-swung two months after the de-magnetisation to ensure that the aircraft is
magnetically stable.

10. PREPARATION FOR COMPASS SWING

10.1 Prior to swinging a compass the preparations outlined in subparagraphs (1), (2),
(3) and (4) of this paragraph should be completed.
(1) The serviceability of the compass should be checked in accordance with the
compass manufacturer’s specifications. In lieu of the manufacturer’s
specifications a direct reading compass may be established as complying with the
following:
(a) Prior to calibration the compass should be checked for general serviceability
and it should be verified that:
(i) there are no signs of leakage of the liquid;
(ii) bubbles, excessive sediment and discolouration shall not be present in
the liquid.

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6 AC 43-17(0): Calibration of aircraft compasses

Note: In-service refilling or topping up of compass fluid is not permitted as

manufacturers requirements call for the use of isobaric or vacuum
chambers for de-aerating the compass fluid during the filling
process.
(b) the pivot friction should not exceed the compass manufacturer’s tolerance
except that where those tolerances are not known the pivot friction shall be
determined by deflecting the compass through 10 degrees then removing the
deflecting force after which the compass shall return to within 2 degrees of its
original indication; and
(c) the compass mounting should be sound and serviceable.
(2) All equipment not normally carried in the aircraft should be removed;
(3) All equipment normally carried in the aircraft is stowed in its usual position.
(4) The flight controls are in their normal position for straight and level flight.
Note: Direct reading compasses should be checked prior to installation to ensure
that the compass element is balanced correctly.

11. AIR-SWINGS
11.1 For aircraft equipped with Global Positioning Systems (GPS), Inertial Reference
Navigation Systems (INS) or Attitude and Heading Reference Systems (AHRS) an air-
swing may be conducted to ensure the serviceability of compasses. An air-swing involves
flying the aircraft on twelve headings; north, north north east, north east, east, south east,
south south east, south, south southwest, south west, west, north west and north north west,
established from the GPS, INS or AHRS and checking the aircraft magnetic compass
heading against this heading. A flight test checklist should be used that provides for
recording the directly read deviations. This checklist should be used to create the compass
correction card and be included in the aircraft records.

12. RECORDING
12.1 The results of each compass swing should be recorded in the aircraft records, e.g.
an Aircraft Log Book or an alternative maintenance record, whichever is applicable.
12.2 A compass correction card should be compiled for primary and standby
compasses in legible form showing:
(a) the magnetic heading and compass reading necessary to achieve the magnetic
heading at the cardinal and intermediate 30 degree headings, unless the
deviation under any condition of operation is less than one degree, in which
case the card may be endorsed ‘ERRORS LESS THAN 1’ in lieu of the
corrected headings;
(b) the corrections to be applied where a change in compass deviation within the
limits permitted in paragraph 7.2 is found during compass calibration due to
the operation of radio or electrical services whose use may be optional
depending on operational requirements;
(c) the date of the compass swing;
(d) the identification of the aircraft;

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(e) the type and serial number of the compass, and

(f) the signature of the person authorised to certify for completion of the
compass swing.
Note: An additional card may be used if necessary to comply with
subparagraph 12.2 (b).
12.3 The compass correction card should be provided with protection against water or
other damage, and shall be installed near the compass. in easy view of the flight crew.

13. CALIBRATION AND COMPENSATION OF AIRCRAFT COMPASSES —

AN ACCEPTABLE PROCEDURE

13.1 Calibration
(a) Head the aircraft within 5 degrees of each cardinal and 30 degree magnetic
heading. Determine the deviation at each heading. At each cardinal heading
check whether a change in deviation occurs when engine(s) electrical or radio
equipment is operated. Repeat these checks at each 30 degrees if a change in
deviation does occur.
(b) Compare the results of the calibration with the previous calibration and
observe the requirements of paragraphs 7, 8 and 12 of this Advisory Circular.
Note: Compass swings may be carried out in either a clockwise or anti-
clockwise direction. Better results may be achieved by adopting a
standard direction procedure for the site, taking into account the
magnetic anomalies of the site.

13.2 Compensation

13.2.1 Coefficient method

(a) Set compensator magnets to neutral (where applicable).
(b) Head the aircraft fore and aft axis within 5 degrees of each magnetic cardinal
heading and determine the deviations.
Calculate coefficients A, B and C by the formulae:
Dev. North + Dev. East + Dev. South + Dev. West
Coeff A =
4
Dev. East - Dev. West
Coeff B =
2
Dev. North - Dev. South
Coeff C =
2
(c) With the aircraft on any cardinal magnetic heading add coefficient A
algebraically to the compass reading. Rotate the compass or magnetic
sensing element until the compass reads the corrected heading. This
adjustment, normally, is not applicable to panel mounted compasses.

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8 AC 43-17(0): Calibration of aircraft compasses

(d) Head the aircraft on North within 5 degrees. Add coefficient C algebraically
to the compass reading. Adjust the NS compensator to make the compass
read the corrected reading.
(e) Head the aircraft on East within 5 degrees. Add coefficient B algebraically to
the compass reading. Adjust the EW compensator to make the compass read
the corrected reading.
(f) Conduct the compass calibration specified in paragraph 13.1 of this Advisory
Circular.
Note: Compensation may be made by either the correction of coefficients B
and C or by halving the deviations of complementary cardinal
headings. The latter method normally is only used for direct reading
compasses in aircraft always operated in IFR conditions or for
standby compasses.
13.2.2 Simplified method
(a) Set the compensator magnets to neutral.
(b) Determine and remove if applicable any coefficient A as specified in
subparagraph 13.2.1 (b) and 13.2.1 (c).
(c) Head the aircraft on magnetic North within 5 degrees. Determine the aircraft
magnetic heading and adjust the NS compensator to make the compass read
the aircraft magnetic heading.
(d) Head the aircraft on magnetic East within 5 degrees. Determine the aircraft
magnetic heading and adjust the EW compensator to make the compass read
the aircraft magnetic heading.
(e) Head the aircraft on magnetic South within 5 degrees. Determine the aircraft
magnetic heading. Adjust the NS compensator to make the compass read half
the difference between the aircraft magnetic heading and the compass
reading.
(f) Head the aircraft on magnetic West within 5 degrees. Determine the aircraft
magnetic heading. Adjust the EW compensator to make the compass read
half the difference between the aircraft magnetic heading and the compass
reading.
(g) Conduct the compass calibration specified in paragraph 13.1 of this Advisory
Circular.

Bill McIntyre
Executive Manager
Aviation Safety Standards

Draft Only: 18 November 2004