One important thing this video (along with most other explanations of compass errors) leaves out is that the amount of error varies depending on the actual heading. He described the calculation for turning to 360 or 180 but ignored turning to 330/030, or 300/060, etc. Maximum error is experienced for cardinal north/south and reduces linearly until reaching zero at cardinal east/west headings.
I watching this video for flight school in Japan! There are no good Japanese explanation of this so I watch your video! Thank you for easy understand explanation
I am doing check-ride prep for student pilot, and I was under the hood and my CFI covered both the attitude and heading indicator. I had me turn to headings and I had to use the compass and turn coordinator. He then had my turn in a VOR and it was not easy using the compass. Even when I timed it I was off.
If a turning error is worst for northerly and southerly headings, and virtually non existent for east and west, then can one assume they’re proportionally less severe for NW, NE, SE, and SW? That is, your calculated under/overshoot should be decreased for headings less severe than 360 and 180. I suspect rolling out by your full overshoot value on a final intended heading of 100 would probably leave you pointed the wrong direction.
Thank you so much ! You should just inform that acceleration errors ANDS is only for northern hemisphere and its the opposite for the Southern Hemisphere ASDN
Would really like a video with your airflow animations to clearly explain why the inside wing has a higher AOA than high wing when doing a descending turn and the opposite when doing a climbing turn . This is not obvious and stories about spiral staircases have not helped the penny drop . I have a coupe of thousand GA hours and am still confused. The last video which would be great is to explain the couples when deploying flaps on a low wing ( nose pitches down ) vs high wing ( nose pitches up ) - This nearly caused my expiry when doing a conversion to highwing and on go around I was so used to pulling back on the stick when rotating with flap in first down position BUT on a high wing application of full power caused nose to pitch up + I was pulling back on the yoke - OOOPS !
Why can't man has been able to figure out something that can take care of these errors automatically. When you are already stressed because of the instrument failures, who will get that calculator out in their mind, while keeping a hand on the stick or yoke. Looks like Elon Musk needs to work on this challenge that going to moon.
It has already been solved. Modern aircraft and older aircraft with upgraded panels all have ADHRS (digital Air Data and Attitude Heading and Reference Systems) which were referenced multiple times in the video. These days, precise compass turns would only be needed as a backup in case of a systems failure while IMC. In an airliner that would be multiple simultaneous systems failures.
The equation to obtain the roll-out heading is wrong and not explained properly. I got the following from the Instrument flying handbook FAA-H-8083-15B page 8-15. "When turning to a heading of north, the lead for the roll-out must include the number of degrees of latitude plus the LEAD normally used in recovery from turns. During a turn to a south heading, maintain the turn until the compass passes south the number of degrees of latitude, MINUS the normal roll-out lead. For example, when turning from an easterly direction to north, where the latitude is 30°, start the roll-out when the compass reads 37° (30° PLUS one-half the 15° angle of bank or whatever amount is appropriate for the rate of roll-out). When turning from an easterly direction to south, start the roll-out when the magnetic compass reads 203° (180° plus 30° MINUS one-half the angle of bank). When making similar turns from a westerly direction, the appropriate points at which to begin the roll-out would be 323° for a turn to north and 157° for a turn to south." The handbook could use better wording. Instead of it saying one-half the angle of bank it should say one-half the LEAD normally used. We are assuming the handbook is using a 30° angle of bank. We normally use a lead roll out of 15° for a 30° angle of bank. 15° is our lead not our bank angle. The numbers in the handbook add up when we use the 30° latitude plus or minus one-half of 15°.
Please stop explaining magnetic field of flat earth plane surface on the ball... Ball is the projection of earth planar surface...not opposite... You are not flying on the ball... , 👎👎👎
Lol “don’t worry this is aviation and we have an acronym for everything”
It's true... Us pilots need all the help we can get. I do anyway. haha.
This man makes everything ten times more understandable.
It’s all untrue tho.
God bless him
Thank you for sharing these outside of your school.
One important thing this video (along with most other explanations of compass errors) leaves out is that the amount of error varies depending on the actual heading. He described the calculation for turning to 360 or 180 but ignored turning to 330/030, or 300/060, etc. Maximum error is experienced for cardinal north/south and reduces linearly until reaching zero at cardinal east/west headings.
Greeeeeat explanation!!! Congrats for your work! I couldn't get a better explanation anywhere, I really appreciate it
I don’t even know anything about pilots and I just watch these videos because I got interested because of the runway video
I watching this video for flight school in Japan! There are no good Japanese explanation of this so I watch your video! Thank you for easy understand explanation
Good video Dr. Thomas and crew!
I appreciated the humor in this video
This was very helpful! I love those acronyms
great review, thanks and keep them coming...
I am doing check-ride prep for student pilot, and I was under the hood and my CFI covered both the attitude and heading indicator. I had me turn to headings and I had to use the compass and turn coordinator. He then had my turn in a VOR and it was not easy using the compass. Even when I timed it I was off.
If a turning error is worst for northerly and southerly headings, and virtually non existent for east and west, then can one assume they’re proportionally less severe for NW, NE, SE, and SW? That is, your calculated under/overshoot should be decreased for headings less severe than 360 and 180. I suspect rolling out by your full overshoot value on a final intended heading of 100 would probably leave you pointed the wrong direction.
Great video explaining ANDS & UNOS
Long live Dr. Bob!
Anyone find out the UNOS of this video was totally wrong?
best explanation !! loved
Thank you so much for this video I love it thank you very much and looking forward for new videos
Thank you so much ! You should just inform that acceleration errors ANDS is only for northern hemisphere and its the opposite for the Southern Hemisphere ASDN
I needed this, thank you!!
For the southern hemisphere the common mnemonic is north is nippy and south is sluggish
pfff just on time!!! im doing prep for gnav exams and EASA is not kidding... :/ GREAT JOB BTW! :D
At 2:24 it seems they think the globe has ±100˚ of latitude!
And ^THIS^, boys and girls, is "why" you should not ignore learning how to fly using the basics and with paper charts and an E6B.
Is ands the same in the southern hemisphere?
This is why the iPad and ForeFlight was created.
We dont live on a globe but actually a topographical plane
Thanks. I was stuck
I understand it earlier,but didn't understand the southern hemisphere is different
No mention for visual land based confirmations needed having VOR radio communication.
Compass points North as the center of Earth where the magnetic pole is.
Big help sir. Thank u so much
Thanks a lot🙏💕
Would really like a video with your airflow animations to clearly explain why the inside wing has a higher AOA than high wing when doing a descending turn and the opposite when doing a climbing turn . This is not obvious and stories about spiral staircases have not helped the penny drop . I have a coupe of thousand GA hours and am still confused. The last video which would be great is to explain the couples when deploying flaps on a low wing ( nose pitches down ) vs high wing ( nose pitches up ) - This nearly caused my expiry when doing a conversion to highwing and on go around I was so used to pulling back on the stick when rotating with flap in first down position BUT on a high wing application of full power caused nose to pitch up + I was pulling back on the yoke - OOOPS !
Wizard Powers - 3:33
When it is pointing straight north is it at 0 or 36?
Both. It’s however you want to look at it. Both 360 and 0 are North. Most people look at it as 360 though.
Both. It’s however you want to look at it. Both 360 and 0 are North. Most people look at it as 360 though.
Thanks a lot...😅😅
Why can't man has been able to figure out something that can take care of these errors automatically. When you are already stressed because of the instrument failures, who will get that calculator out in their mind, while keeping a hand on the stick or yoke. Looks like Elon Musk needs to work on this challenge that going to moon.
It has already been solved. Modern aircraft and older aircraft with upgraded panels all have ADHRS (digital Air Data and Attitude Heading and Reference Systems) which were referenced multiple times in the video. These days, precise compass turns would only be needed as a backup in case of a systems failure while IMC. In an airliner that would be multiple simultaneous systems failures.
It's because we are going into this with the presupposition that we live on a globe and that is simply incorrect.
The equation to obtain the roll-out heading is wrong and not explained properly.
I got the following from the Instrument flying handbook FAA-H-8083-15B page 8-15.
"When turning to a heading of north, the lead for the roll-out must include the number of degrees of latitude plus the LEAD normally used in recovery from turns. During a turn to a south heading, maintain the turn until the compass passes south the number of degrees of latitude, MINUS the normal roll-out lead. For example, when turning from an easterly direction to north, where the latitude is 30°, start the roll-out when the compass reads 37° (30° PLUS one-half the 15° angle of bank or whatever amount is appropriate for the rate of roll-out). When turning from an easterly direction to south, start the roll-out when the magnetic compass reads 203° (180° plus 30° MINUS one-half the angle of bank). When making similar turns from a westerly direction, the appropriate points at which to begin the roll-out would be 323° for a turn to north and 157° for a turn to south."
The handbook could use better wording. Instead of it saying one-half the angle of bank it should say one-half the LEAD normally used. We are assuming the handbook is using a 30° angle of bank. We normally use a lead roll out of 15° for a 30° angle of bank. 15° is our lead not our bank angle. The numbers in the handbook add up when we use the 30° latitude plus or minus one-half of 15°.
👍
So now you have to be a mathematician to use a compass?? 😂🤣😂🤣
wow
so confusing graphics
First comment yay
Good
Please stop explaining magnetic field of flat earth plane surface on the ball...
Ball is the projection of earth planar surface...not opposite...
You are not flying on the ball...
, 👎👎👎
Blah blah, Just reading. Not all teaching is for everyone HHAHAA