The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability

In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses. Ausführliche Beschreibung

Gespeichert in:

Autor*in:	Andrzej Felski [verfasserIn] Krzysztof Jaskólski [verfasserIn]

Format:	E-Artikel
Sprache:	Englisch

Erschienen:	2023

Schlagwörter:	attitude and heading reference systems ship’s manoeuvrability heading errors spectrum

Übergeordnetes Werk:	In: Sensors - MDPI AG, 2003, 23(2023), 3, p 1254
Übergeordnetes Werk:	volume:23 ; year:2023 ; number:3, p 1254

Links:	Link aufrufen Link aufrufen Link aufrufen Journal toc

DOI / URN:	10.3390/s23031254

Katalog-ID:	DOAJ080594158

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allfields	10.3390/s23031254 doi (DE-627)DOAJ080594158 (DE-599)DOAJ05ae62f1b6af470fb05426f568162a1c DE-627 ger DE-627 rakwb eng TP1-1185 Andrzej Felski verfasserin aut The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability 2023 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses. attitude and heading reference systems ship’s manoeuvrability heading errors spectrum Chemical technology Krzysztof Jaskólski verfasserin aut In Sensors MDPI AG, 2003 23(2023), 3, p 1254 (DE-627)331640910 (DE-600)2052857-7 14248220 nnns volume:23 year:2023 number:3, p 1254 https://doi.org/10.3390/s23031254 kostenfrei https://doaj.org/article/05ae62f1b6af470fb05426f568162a1c kostenfrei https://www.mdpi.com/1424-8220/23/3/1254 kostenfrei https://doaj.org/toc/1424-8220 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_95 GBV_ILN_105 GBV_ILN_110 GBV_ILN_151 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_602 GBV_ILN_2005 GBV_ILN_2009 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2055 GBV_ILN_2057 GBV_ILN_2111 GBV_ILN_2507 GBV_ILN_4012 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4249 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4335 GBV_ILN_4338 GBV_ILN_4367 GBV_ILN_4700 AR 23 2023 3, p 1254
spelling	10.3390/s23031254 doi (DE-627)DOAJ080594158 (DE-599)DOAJ05ae62f1b6af470fb05426f568162a1c DE-627 ger DE-627 rakwb eng TP1-1185 Andrzej Felski verfasserin aut The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability 2023 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses. attitude and heading reference systems ship’s manoeuvrability heading errors spectrum Chemical technology Krzysztof Jaskólski verfasserin aut In Sensors MDPI AG, 2003 23(2023), 3, p 1254 (DE-627)331640910 (DE-600)2052857-7 14248220 nnns volume:23 year:2023 number:3, p 1254 https://doi.org/10.3390/s23031254 kostenfrei https://doaj.org/article/05ae62f1b6af470fb05426f568162a1c kostenfrei https://www.mdpi.com/1424-8220/23/3/1254 kostenfrei https://doaj.org/toc/1424-8220 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_95 GBV_ILN_105 GBV_ILN_110 GBV_ILN_151 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_602 GBV_ILN_2005 GBV_ILN_2009 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2055 GBV_ILN_2057 GBV_ILN_2111 GBV_ILN_2507 GBV_ILN_4012 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4249 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4335 GBV_ILN_4338 GBV_ILN_4367 GBV_ILN_4700 AR 23 2023 3, p 1254
allfields_unstemmed	10.3390/s23031254 doi (DE-627)DOAJ080594158 (DE-599)DOAJ05ae62f1b6af470fb05426f568162a1c DE-627 ger DE-627 rakwb eng TP1-1185 Andrzej Felski verfasserin aut The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability 2023 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses. attitude and heading reference systems ship’s manoeuvrability heading errors spectrum Chemical technology Krzysztof Jaskólski verfasserin aut In Sensors MDPI AG, 2003 23(2023), 3, p 1254 (DE-627)331640910 (DE-600)2052857-7 14248220 nnns volume:23 year:2023 number:3, p 1254 https://doi.org/10.3390/s23031254 kostenfrei https://doaj.org/article/05ae62f1b6af470fb05426f568162a1c kostenfrei https://www.mdpi.com/1424-8220/23/3/1254 kostenfrei https://doaj.org/toc/1424-8220 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_95 GBV_ILN_105 GBV_ILN_110 GBV_ILN_151 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_602 GBV_ILN_2005 GBV_ILN_2009 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2055 GBV_ILN_2057 GBV_ILN_2111 GBV_ILN_2507 GBV_ILN_4012 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4249 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4335 GBV_ILN_4338 GBV_ILN_4367 GBV_ILN_4700 AR 23 2023 3, p 1254
allfieldsGer	10.3390/s23031254 doi (DE-627)DOAJ080594158 (DE-599)DOAJ05ae62f1b6af470fb05426f568162a1c DE-627 ger DE-627 rakwb eng TP1-1185 Andrzej Felski verfasserin aut The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability 2023 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses. attitude and heading reference systems ship’s manoeuvrability heading errors spectrum Chemical technology Krzysztof Jaskólski verfasserin aut In Sensors MDPI AG, 2003 23(2023), 3, p 1254 (DE-627)331640910 (DE-600)2052857-7 14248220 nnns volume:23 year:2023 number:3, p 1254 https://doi.org/10.3390/s23031254 kostenfrei https://doaj.org/article/05ae62f1b6af470fb05426f568162a1c kostenfrei https://www.mdpi.com/1424-8220/23/3/1254 kostenfrei https://doaj.org/toc/1424-8220 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_95 GBV_ILN_105 GBV_ILN_110 GBV_ILN_151 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_602 GBV_ILN_2005 GBV_ILN_2009 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2055 GBV_ILN_2057 GBV_ILN_2111 GBV_ILN_2507 GBV_ILN_4012 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4249 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4335 GBV_ILN_4338 GBV_ILN_4367 GBV_ILN_4700 AR 23 2023 3, p 1254
allfieldsSound	10.3390/s23031254 doi (DE-627)DOAJ080594158 (DE-599)DOAJ05ae62f1b6af470fb05426f568162a1c DE-627 ger DE-627 rakwb eng TP1-1185 Andrzej Felski verfasserin aut The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability 2023 Text txt rdacontent Computermedien c rdamedia Online-Ressource cr rdacarrier In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses. attitude and heading reference systems ship’s manoeuvrability heading errors spectrum Chemical technology Krzysztof Jaskólski verfasserin aut In Sensors MDPI AG, 2003 23(2023), 3, p 1254 (DE-627)331640910 (DE-600)2052857-7 14248220 nnns volume:23 year:2023 number:3, p 1254 https://doi.org/10.3390/s23031254 kostenfrei https://doaj.org/article/05ae62f1b6af470fb05426f568162a1c kostenfrei https://www.mdpi.com/1424-8220/23/3/1254 kostenfrei https://doaj.org/toc/1424-8220 Journal toc kostenfrei GBV_USEFLAG_A SYSFLAG_A GBV_DOAJ GBV_ILN_20 GBV_ILN_22 GBV_ILN_23 GBV_ILN_24 GBV_ILN_31 GBV_ILN_39 GBV_ILN_40 GBV_ILN_60 GBV_ILN_62 GBV_ILN_63 GBV_ILN_65 GBV_ILN_69 GBV_ILN_70 GBV_ILN_73 GBV_ILN_95 GBV_ILN_105 GBV_ILN_110 GBV_ILN_151 GBV_ILN_161 GBV_ILN_170 GBV_ILN_206 GBV_ILN_213 GBV_ILN_230 GBV_ILN_285 GBV_ILN_293 GBV_ILN_370 GBV_ILN_602 GBV_ILN_2005 GBV_ILN_2009 GBV_ILN_2011 GBV_ILN_2014 GBV_ILN_2055 GBV_ILN_2057 GBV_ILN_2111 GBV_ILN_2507 GBV_ILN_4012 GBV_ILN_4037 GBV_ILN_4112 GBV_ILN_4125 GBV_ILN_4126 GBV_ILN_4249 GBV_ILN_4305 GBV_ILN_4306 GBV_ILN_4307 GBV_ILN_4313 GBV_ILN_4322 GBV_ILN_4323 GBV_ILN_4324 GBV_ILN_4325 GBV_ILN_4335 GBV_ILN_4338 GBV_ILN_4367 GBV_ILN_4700 AR 23 2023 3, p 1254
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title_sort	properties of a ship’s compass in the context of ship manoeuvrability
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title_auth	The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability
abstract	In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses.
abstractGer	In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses.
abstract_unstemmed	In evaluating the accuracy of most navigation measuring systems, it is accepted, as a rule, that measurement errors are characterised by a normal distribution. With reference to the compass, the approach of most producers is similar. However, in the case of this measuring device, the dynamics of the ship should also be taken into account. The problem is that any changes in the ship’s heading can be measured exclusively with the use of a compass. Until quite recently, this device was built based on mechanical elements, so it possessed its own dynamic properties. This means the appearance of specific, positive feedback (self-reinforcing feedback) because if the compass did not point to the correct heading, it could lead the ship to stray from the correct heading. On the other hand, it could mean an incorrect compass setup, even though the ship had the correct heading. Any incorrect indications of the compass were then interpreted as a ship’s departure from the correct heading. This problem was not essential in the era of magnetic compasses because the errors in these compasses are relatively constant, unlike the errors in gyrocompasses, which have an oscillatory and random character and, thus, it is not possible to describe them accurately with mathematical relations. This issue was already perceived before WWII, when the Anschutz Company proposed, among other solutions, using the so-called Schuler period in the construction of gyrocompasses. Fibre optic gyrocompasses do not possess mechanical sensors, so the variability of their indications is of a different character. However, computational processes, as well as applied inertial sensors, also cause certain errors of an oscillatory nature. This raises the following questions: what is the spectrum of the error frequency of such compasses, and what is the influence of the ship’s movement on them? The authors attempted to evaluate this phenomenon by performing measurements made on board three hydrographic platforms and comparing them with the headings indicated by other compasses.
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title_short	The Properties of a Ship’s Compass in the Context of Ship Manoeuvrability
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