N017RW
Premium Pilot
'Local [magnetic] Deviation' is not referenced or included in FAA sectonals and would be an unnecessary and difficult task to quantify for every airport in the country. I would like to see such a document specifying [local deviation] magnitudes. Additionally, LD simply does not come into play for flight planning.
The FAA uses Magnetic Variation (MV) to describe what is commonly referred to here as Magnetic Declination.
Runway headings provide pilots the opportunity to [officially] adjust their compasses for field MV prior to take off, but even that is subject to the pilot's skill and judgement when aligning his a/c on the runway for comparison.
A magnetic heading is optained by adding or subtracting MV from your true heading.
Agreed, items from inside the airplane (or Phantom) can actually affect the performance of the compass or magnetometer. (The hard and soft iron distortion.)
Thus, as you mentioned, aircraft technicians take account for this and will place a placard beneath the compass displaying the errors for certain headings. True, these errors are referred to as deviation.
By adding or subtracting aircraft deviation from your magnetic heading this will give you a compass heading. A compass heading is the direction you could turn the aircraft to that has been corrected for winds, variation (declination) and (aircraft) deviation.
This is all academic as the Phantom does not have the level of sophistication in its 'avionics' to be able to resolve the minute differences in local induced errors accrued over the short distance or range of the a/c by any possible local magnetic deviation.
Seriously, Who flys their phantom on pre planned compass based courses and experiences difficulties due to the errors? Anyone?
Compairing civil, military, or commercial navigation standards to these, dare I say toys, is apples to oranges.
The FAA uses Magnetic Variation (MV) to describe what is commonly referred to here as Magnetic Declination.
Runway headings provide pilots the opportunity to [officially] adjust their compasses for field MV prior to take off, but even that is subject to the pilot's skill and judgement when aligning his a/c on the runway for comparison.
A magnetic heading is optained by adding or subtracting MV from your true heading.
Agreed, items from inside the airplane (or Phantom) can actually affect the performance of the compass or magnetometer. (The hard and soft iron distortion.)
Thus, as you mentioned, aircraft technicians take account for this and will place a placard beneath the compass displaying the errors for certain headings. True, these errors are referred to as deviation.
By adding or subtracting aircraft deviation from your magnetic heading this will give you a compass heading. A compass heading is the direction you could turn the aircraft to that has been corrected for winds, variation (declination) and (aircraft) deviation.
This is all academic as the Phantom does not have the level of sophistication in its 'avionics' to be able to resolve the minute differences in local induced errors accrued over the short distance or range of the a/c by any possible local magnetic deviation.
Seriously, Who flys their phantom on pre planned compass based courses and experiences difficulties due to the errors? Anyone?
Compairing civil, military, or commercial navigation standards to these, dare I say toys, is apples to oranges.