Sperry Gyrocompass Mark 14

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Folks,
Gyro-compass Mark XIV, Mod. 1, 17-MOOD, 1944, is a service manual for the most widely built
gyro ofWW II. This gyro was used onpretty muchany ship that did not have automated fire
control.
Inthis online version ofthe manual we have attempted to keep the flavor of the original layout while
taking advantage ofthe Web's universal accessibility. Different browsers and fonts will cause the
text to move, but the text will remainroughly where it is inthe original manual. Inadditionto errors
we have attempted to preserve fromthe original this text was captured by optical character
recognition. This process creates errors that are compounded while encoding for the Web.
Please report any typos, or particularly annoying layout issues with the MailFeedback Formfor
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GYRO-COMPASS
MARK XIV, MOD. I
INSTRUCTIONS 17-1400D
JUNE 1944
SPERRY GYROSCOPECOMPANY, INC., MANHATTANBRIDGEPLAZA, BROOKLYN, NEW
YORK
I
SPERRY GYRO-COMPASS
FOREWORD
1. The purpose of this book is to enable the ship's personnel to operate and maintaintheir Gyro-Compass ina
satisfactory and economical manner. Ifthe basic principles ofthe Compass are understood and the rules laid
down for operation, care and maintenance are followed carefully, the instrument should give satisfactory
service for many years. Nonnalreplacements, due to wear, will be necessary fromtime to time. Most ofthese
replacements may be made bythe Compass operator, following the instructions contained inthis book. But the
operator should not attempt to make any repairs or adjustments other thanthose noted inthe text, otherwise
he may seriously affect the adjustments and balances ofthe compass. It will be found more economical to have
a Gyro-Compass Service Engineer make any major adjustments, overhauls, etc. The Sperry Gyroscope
Company, Inc. maintains a staff of expert Service Engineers readyto render quick and efficient service inany
port inthe United States. A list of service stations will be found at the end ofthis foreword. Ifit is necessary to
engage a Service Engineer, time and money will be saved by stating inyour request for service the nature and
cause ofthe trouble.
2. Basically the Compass is muchlike the very popular Mk. VT and VIII Compasses, ofwhich over 1000
have beenplaced inservice onships representingalmost every maritime nationinthe world. Many
improvements indesign are present inthe newcompass but since they are too numerous to detail here, only a
few outstanding changes will be mentioned.
3. The binnacle is designed to support the Compass insuch a manner that the entire unit is shock-proofed. The
doors are large, permittingfree access for oiling and cleaning.
4. Hiemercury ballistic is cast inone piece so as not to be subject to distortion. The mercury tubes are made
of stainless steeL
5. The follow-up systemfor the Compass is the a-c amplifier type. The great advantage ofthe Amplifier Unit
over the trolleys and contactors, formerly used, is that it permits muchsmoother and more accurate
transmission ofthe Master Compass readings to the repeater compasses. Itsuse also eliminates any rollingor
sliding contact betweenthe sensitive and phantomelements. This serves to lessenfriction about the vertical axis
ofthe sensitive element and assists inimprovingthe accuracy ofthe compass. Furthermore, maintenance
requirements are minimized.
6. Inorder to secure constancy ofbalance, all parts are made to have the utmost rigidity, thus balances once
made are permanent.
7. Special attentionhas beendevoted to ruggedness, simplicity, and accessibility of construction. This is
considered specially important for the proper maintenance of a compass equipment aboard ship.
8. The Mark XIV Gyro-Compass Equipment consists ofthe following groups ofunits:
(a) Master Compass, bywhichthe true northreadingis gyroscopically discovered and maintained.
II
(b) Repeater Compasses, whichreceive and indicate the true headingtransmitted electrically from
the Master Compass.
(c) Course Recorder, which also receives the tme headingelectrically fromthe Master Compass,
and makes a continuous record of the headingona movingstrip ofpaper.
(d) Control Panel, for governing the electrical operationofthe systemand for ascertaining the
runningconditionbymeans of a suitable meter.
(e) Voltage Regulator, to maintainconstant the ship's supply to the motor-generator.
(f) AlarmUnit, for indicating failure ofthe ship's supply.
(g) Amplifier Panel, for controllingthe follow-up system.
(h) Motor-generator, which converts the ship's d-c supply to a-c for energizing the Compass
equipment.
9. Items a and b are treated inthis pamphlet; likewise d, e and f are treated inanother pamphlet. The remaining
items are treated separately. The separate pamphlets are designed to be bound within one cover for
convenience.
MARINESERVICE STATIONS
East Coast
Baltimore, Md.
Boston, Mass.
Brooklyn, N. Y
Charleston, S. C. to
4908 AlsonDrive
177 State Street
55 Johnson Street
1645 Belmonte Avenue,
Erik Duffy
Daniel O'Keeffe
Marine Service Dept.
Wm D. VanLoan
Jacksonville, Fla. Area Jacksonville, Florida
Norfolk, Va. to 3504 White Chapel Road James Duffy
Wilmington, N. C. Area Norfolk, Virginia
Philadelphia, Pa. 3830 Brunnswick Avenue John Stone
Gulf Coast
Beaumont, Texas
Houston, Texas
Mobile, Alabama
NewOrleans, La.
1047 Washington Blvd. HE. Camus
4037 Coleridge Street E. L. Anderson
403 Westwood Avenue C G. Fiske
549 Baronne Street J. E. Boelte
St. Petersburg, Florida 3301 Tenth Street NorthC. W. Young, Jr.
West Coast
Los Angeles, Calif 2200 East Emperial HighwayWI. Selover
ElSegundo, California
III
Portland, Ore. 1744 S. E. Hawthorne Blvd. GlennMarsh
SanDiego, Calif 702 Broadway Building L. L. Kaiser
SanFrancisco, Calif 218 Howard Street J F. McConkey
Seattle, Wash. 2331 SeventhAvenue H. S. Burtis
Great Lakes
Ashtabula, Ohio 2528 Walnut Boulevard Arnold Nelson
Buffalo, N. Y. 29 CharlestonRoad, Snyder, N. Y. W J. Ekenberg
Chicago, 111. 3006 East 78 Street Charles Blue
Cleveland, Ohio 620 Frankfort Avenue Frank Phillips
Toledo, Ohio 1852 Wellesley Drive W. L. Weyls
Territories
Honolulu, T. H. 119 Merchant Street E. C. Weyhgandt
CONTENTS
Section Page
Description I
1
Operation II 9
Maintenance III
13
CleaningChart 18
OilingChart 20
Parts List IV 22
Fundamental Principles of Gyro-Compass Appendix
al
Index Back ofbook
Control Panel CarbonPile Regulator and AlarmUnit Control Panel
Amplifier Panel for Gyro-Compass Amplifier Panel
Motor Generator Mark XXXVI, Mod 1 Motor Generator
IV
ILLUSTRATIONS
Figure Page
Gyro-Compass 1
1
Sensitive Element 2 2
PhantomElement 3 3
MercuryBallistic 4 3
Spider Element 5 4
Speed and Latitude Corrector Mechanism 6 5
Compass Transmission System: Schematic Diagram 7 7
RollDamper 8
16
Pitch Damper 9 17
Cleaning and OilingCharts 19.
21
APPENDIX
The gyroscope has three axes of angular freedom la 2a
When spinning, the gyro exhibits gyroscopic inertia 2a 2a
The original plane ofrotationis maintained no matter howthe base is moved about 3a 2a
Precessionabout the vertical axis 4a 3a
Precessionabout the horizontal axis 5a 3a
Gyro rotor showninsection 6a 4a
A gyro withits spinning axis set inthe east-west positionat the equator 7a 5a
A gyro with its spinning axis set horizontal at the pole 8a 6a
A gyro with its spinning axis set horizontal at any point away fromthe equator 9a 7a
To make the gyro seek the north 10a 7a
Effect of the mercury ballistic when applied about the horizontal axis 11a 8a
Diagramshowingthe effect of a mercury-controlied gyro wheel when set with its axle pointing 12a 9a
east or north
Elements of the gyro-compass 13a 9a
Action of the gyro axis when the mercuryballistic is connected to its casing through aneccentric 14a 10a
pivot
Gyro-compass damping curve 15a 1la
Effect ofunsymmetrical distribution ofweight 16a 12a
Diagramillustratingthe effect of ship's speed and latitude onthe gyro-compass 17a 14a
1
SECTIONI
-
DESCRIPTION
-
1. NOTE: A discussion ofthe frmdamental principles of the gyroscope is contained inthe Appendix to this
text.
SENSITIVEELEMENT
2. A gyro must be mounted so that it has 3 degrees of freedom This is accomplished inthe Sperry Gyro
compass as described inthe followingparagraphs.
3. The gyro wheel is mounted onballbearings ina case so that the wheel is free to turn about its SPINNING
AXIS. See figure 1. Since the axle ofthe gyro aligns itselfwith the meridianwe may speak of the northend
and the south end ofthe axle. Carryingthis terminology further, we refer to the northand south ends of the
gyro rotor case, and the east and west sides ofthe case.
4. The case is providedwith studs aligned horizontally onthe east and west sides. These studs rest inbearings
inthe vertical ring. Refer to figure 2. This provides the gyro and ease with freedomabout the HORIZONTAL
AXIS.
soyth v|w
figure
i
mouth
MK,
XIV GYRO COMPASS
REMOVED FPC-M aiHN4GLEi
I SPEED AND LATITUDE COHRECTGH ID SOT DP GAS.E
1. SuSPENtlflK cap
II. MEftCUftT 94LLI'3Tio
4. FOLLOW-UP TRANSFORMER >?- AZIMUTH MOTOR
5,. TRANSMITTER 11, SPItEft TEfiMIMAL flt.QGK
i. THUNNlDIl HEADINGS 19. LOST MOTION ADJUST ING KNOB
7 VERTICAL FING J1, VEATIC4L RING LOCK
6. COMPENSATOR WEIGHT S I SPEED AND LATITUDE CORRECTOR SETTING KNOB
$. PHANTOM fllNO SB. AUXILIARY LAtlTUOE CORRECTOR SETTING KNOB
2
5. The vertical ringis providedwithballbearings aligned inthe vertical axis ofthe Compass. This provides the
gyro with freedomabout the VERTICAL AXIS. The vertical bearings referred to do not actually support the
vertical ringand hence they are called the (upper and lower) guide bearings. The actual weight ofvertical ring,
case and gyro is home by a group ofwires called a suspension. The reasonfor this is discussed under
PHANTOMELEMENT.
6. Fromparagraphs 3, 4, and 5 it canbe seenthat the gyro is mounted withthe necessary 3 degrees of
freedom The gyro wheel, its case, the vertical ringand the suspension constitute the north-seeking assembly of
the Compass and are collectively knownas the sensitive element.
7. Because the sensitive element is the north-seekingpart of the Compass, it must be kept as free as possible
fromdisturbing forces. The whole Compass is mounted inits binnacle ona gimbal systemso that it may hang
undisturbed bythe rollingand pitchingmotionofthe ship. Due to any number of causes the Compass might
start swinging onits gimbal supports and thus be subjected to a disturbing force called the "pendulumeffect".
This effect arises fromthe feet that any weight swingingback and forth as a Pendulumwill turn so as to align its
longest axis inthe plane ofthe swing. Inorder to give the sensitive element the effect of a sphere so that it has
no "longest axis" and thus not be subjected to the disturbingpendulumeffect, certainweights are added to the
vertical ring. These weights are called COMPENSATORWEIGHTS (see figure 2). They are accurately
positioned onassembly at the factory and fromthe above it can be seenthat THE SETTINGOF THE
COMPENSATORWEIGHTS MUSTNOTBEDISTURBED.
PHANTOMELEMENT
FIGURE 2
SENSITIVE ELEMENT
7 VERTICAL RING
9 COMPENSATOR WEIGHT
10 ROTOR CASE
\4. SUSPENSION
Ij compensator
Wi'OHT FRAME
17 CASE LEVEL
18 ROTOR SEARING
HOUSING PLATE
21. HORIZONTAL CASE
BEARING
22 OIL WELL WiAi&OW
23 FOLLOW-UP TRANSFORMER
ARMATURE
24 armature BRACKET
25 UPPER AND LOWER VERTPCAL
RINGQVIDE BEARING STUDS
26 $$ AC
KjTflO
SUPPLT
8. As explained inthe preceding, the sensitive element is the
north-seekingelement ofthe Compass. For this reasonit
must be mounted so as to be free to turn about a vertical
axis inorder that the gyro axle may alignitselfwiththe
meridian. The mountingmust also be arranged so that the
sensitive element will not be carried away fromthe meridian
as the ship turns beneathit. Any bearingfriction, while the
sensitive element turns (withrespect to the binnacle) about a
vertical axis, would cause a disturbance of the Compass. A
practically frictionless method ofmountingthe sensitive
element must be used. The method employed inthe Sperry
|
Gyro-Compass is explained inthe followingparagraphs.
3
10. Since the phantomelement is kept accurately aligned with
the sensitive element, the former provides a convenient place
to mount the compass card. Reference to figure 3 shows the
locationof the compass card, at the top ofthe phantomstem
11. The phantomelement, which consists primarily of a ring
attached to a tubular piece called a stem, is supported bythe
spider element (figure 5). Ball bearings, called stembearings,
keep the 2 elements aligned and permit the former to turn
freely withrespect to the latter. The phantomis supported
fromthe hub ofthe spider ona roller thrust bearing.
MERCURYBALLISTIC
12. The mercuryballistic (figure 4) is sometimes referred to
as the control element.
13. The ballistic is suspended onhorizontal studs fitted into
ballbearings inthe phantomringand is attached to a bearing
onthe bottomofthe gyro case by means of anami called the
link arm. The bearingreferred to is called the link bearingand
is oflset .170" to the east of the vertical axis of the case. See
Appendix for a discussion ofthe principle involved.
II ~3*
FIGURE 4
MERCURY BALLISTIC
ae BAj-fcueims weights
tube
37, WEHCL>*V nesciyoits
0lJNI<iHH
IS viEfltLTflT rtESEhvo"? 4 I. BALLISTIC BE AftJNG
iOvESS STUD
_42.
HflCMlCiyTAL
HAL *Ei6hT STkiOi _
4
14. As showninfigure 4, the 2 reservoirs inthe east side ofthe mercury ballistic are interconnected by
stainless steel tubes. The west pair is similarly connected. Eachpair ofreservoirs contains 8 ounces ofmercury.
15. The mercury ballistic is designed to be non-pendulous withrespect to the horizontal axis. (Refer to para.
37 inthe Appendix.) The balance weights are mounted onstuds onthe reservoir covers. Care must be taken
not to alter or interchange these weights.
9. It has already beensaid that the suspension supports the
sensitive element. The top ofthe suspension is secured to the
top ofthe phantomelement (refer to figure 3). As the sensitive
element is turned inazimuth (i.e., about the vertical axis) it
would tend to twist the suspension. However, the phantom
element is also arranged so that it canturn about the vertical
axis and, bymeans of the follow-up system, is made to follow
every movement ofthe sensitive element. This systemof
support supplies a practically frictionless mountingofthe
sensitive element. The manner inwhichthe phantomis made
to follow the sensitive element is described under FOLLOW-
UP SYSTEM.
FfGURE 3
PHANTOM ELEMENT
9. PHANTOM
RiWij
iG. lOiMER VERTICAL RING
GUIDE BEARING
1 9- STM THRUST BEARING
27 SUSPENSION CAP
20.COMPASS CARD
29. UPPER STEM BEARING
30.AZIMUTH CEAfi
31.VERTICAL RING LOCK
3Z. FOLLOW- UP rRANSFVR
34.MERCURY BALLISTIC
bearing
JS.MgRCuRY Ballistic
bearing
OIL GUP
40 STEM SLIP RINGS
http://www.hnsa.org/doc/gyromkl4/ 10/75
SPIDER ELEMENT
16. The spider element (see figure 5) is mounted onthe gimbal systemofthe binnacle onathwartship trunnions.
It carries (a) the azimuth motor which drives the phantomelement to follow the sensitive element (see
FOLLOW-UPPANEL), (b) the transmitters for operatingthe repeater compasses (see TRANSMISSION
SYSTEM), (c) the speed and latitude corrector, and (d) the lubber ring.
17. The spider consists of a mainframe, designed to bear the weight of the phantomand sensitive elements.
The construction ofthe frame maybe seen infigure 5. A detachable lubber ringis earned onthe rimofthe
spider frame. This ringcarries anadjustable lubber line plate which is engraved with a lubber line against which
the compass card is read. The correctors mentioned are mounted onthe spider but are connected to the
lubber ringso as to cause the latter to move as required. The con-ections inthe compass indication, as solved
bythe corrector mechanisms, are thus introduced into the Compass by shifting the positionof the lubber ring.
Hietransmitters for the repeater system, also mounted onthe lubber ring, introduce the compass correction
into the repeater compasses automatically.
18. The speed and latitude corrector (figure 5) is
designed to compensate boththe Master
Compass and the repeater compass for the
speed and latitude error. The correction for
speed and latitude error could be set into the
compass periodically, except that it varies as the
cosine ofthe course and inversely as the cosine
ofthe latitude. Therefore, some means of
insertinga correction automatically for all
changes incourse must be used. A groove called
the cosine camis cut into the bottomofthe
azimuth gear onthe phantomelement. This cam
is designed to move the corrector mechanismthe
proper amount to correct the compass readings
for all changes incourse. Changes of speed (
over 3 knots)
Fb&UKE 5
SPIDER ELEMENT
I. 'SPSEP AND LATITUDE 45 LUBflEI* fiint
C OHREdQR
5. TRANSMITTER 57 SPEEO ARth LAI CORRECTOR
6. TR-UhMlCR BEARING
SETTING KNOB
IE A.EIMUTH MOTOR 54 AUXILIARY L AT CORRECTOR
45 AilMUTH MOtDR LARGE GEAR
5S7TIRG KNO0
*4. SJfM SLIP ftING RfiU5HES 60 COSIHE CAM ARM
5
and latitude (over 3) are set inmanually. The corrector mechanismis shown schematically infigure 6. Roller
59 rides inthe cosine camwhich is cut into the lower side ofthe azimuth gear. As the Compass turns in
azimuth, the camcauses arm60 to move. Arm60 constitutes a bell crank which moves arm62 about
adjustable pivot 63. This motionis imparted inturnto arm64 through pivot 65. Arm64 moves a pivoted
block 66 which is attached to lubber ring45. Thus the lubber ringis caused to move, as the ship changes
course ina given latitude. It canbe seen, froma study of figure 6, that for a givenmovement of arm60, the
amplitude of the resultingmovement of the lubber line is determined bythe positionofpivot 63. The positionof
FlKEC
PlVQt
pivot 63 is a function of ship's speed and latitude.
This positionis determined bymeans of a latitude
scale whichmoves across a plate engraved with
speed curves as knob 57 is turned.
19. It will be noted that pivot 66, which shifts the
lubber ring, is mounted ona block whichmay be
translated by means ofknob 58. This arrangement
permits the correction for the tangent latitude error to
be superimposed onthe speed correction. An
auxiliary latitude scale enables this correctionto be
set inaccurately.
BINNACLE
when the ship is inheavyweather, dampers are
providedonthe gimbal system. See page 16 for
descriptionand maintenance.
*
5 LUBBER BINS 62 ARM
57 SPEED & LATITUDE SETTING 65 ADJUSTABLE RiVOT
M A U*. LATITUDE STT|NG KM-Ofi 64 ARM
*9 Cosine CAM
hqllr 65 FIXED PiVOT
60 COSINL CAM ARM (bell CAMK)| 66 ADJUSTABLE BLOCK & PIVOT
20. The binnacle supports and provides a protective
housingfor the Compass. It is providedwith a gimbal
systemwithinwhich the Compass is suspended so
that the Compass may hangvertically regardless of
the ship's motion, within limits of 60roll and 20
pitch.
FlGuftE
21. To prevent violent swinging ofthe Compass
SPEED AND LATITUDE CORRECTOR MECHANISM
22. The entire Compass is shock-mounted inthe binnacle to absorb ship vibration. This is done to protect the
Compass, movingparts fromexcessive wear whichmight result fromundue vibration.
6
23. The sides ofthe binnacle open onhinges to provide convenient access to the Compass. The top may be
removedwhen necessary.
24. Two lamps, connected inparallel, are provided inthe binnacle for illumination. A switch and terminals are
provided also inthe binnacle to connect the lamps to the lightingsystemofthe Compass compartment.
GYRO-DRIVE SYSTEM
25. The gyro-drive systemlinks the ship's supply to the gyro wheel.
26. The Compass gyro wheel is drivenby a 3-phase inductionmotor. The rotor ofthe inductionmotor is a
part ofthe gyro wheel, while the stator is attached to the gyro case. This motor is energized bya 3-phase,
210-cycle, 50 volt a-c supply. The method of obtaining this supply is described inseparate pamphlets entitled
"Control Panel" and "Motor-Generator".
27. The supply is lead to the binnacle terminal block, thento the spider terminal block, throughthe slip-rings
mounted onthe stemofthe phantomring, across to the vertical ring, downthe east "side" of the vertical ringas
far as the horizontal axis ofthe case, then across to the case and the gyro-drive motor.
28. This circuit has beenlead fromthe source of supply to the gyro motor inthe manner described so that the
balance ofthe Compass will not be disturbed. Where the leads pass fromphantomelement to vertical ring, and
fromvertical ringto rotor case, extra flexible conductors are used so as not to exert a torque onthe sensitive
element. THEPOSITIONOF THESE LEADS SHOULDNOTBEDISTURBEDBYTHE COMPASS
OPERATOR.
TRANSMISSION SYSTEM
29. The transmission systemis used to transmit the headingofthe Master Gyro-Compass to all repeater
compasses, and to the Course Recorder should the ship be supplied withthis instrument.
30. The systemoperates on70-volts d-c and consists of a transmitter attached to the lubber ringof the Gyro
compass (see figure 5), connected electrically withthe repeater motor mounted inthe casing of eachrepeater
compass.
3 1. The transmitter consists mainly of a commutator and a roller carnage. The commutator comprises 12
segments secured to the lower end ofthe transmitter frame. The roller carriage is secured to a shaft free to turn
within the transmitter frame and the shaft is geared to the azimuth gear onthe phantomelement. A contact ami,
held against the roller carriage by a spring, provides a means to holdthe carriage inplace and to connect it to
the 70-volt d-c supply.
32. It has been previously stated that the compass card is attached to the stemofthe phantomelement, and
that attached to the stembelowthe compass card is the azimuth gear (see figure 3). The gear onthe transmitter
roller carriage is meshed withthe azimuth gear so that the latter will drive the roller carriage ofthe transmitter as
the phantomelement moves inazimuth.
7
FIGURE7
SCHEMATIC DIAGRAM
SHOWINGHOWTHE REPEATERCOMPASSES ARE OPERATEDFROMTHEMASTER
COMPASS
33. The repeater compass consists of a small d-c step-by-step motor mounted ina casing. The motor drives a
compass cardwhich is read against a lubber line secured to the casing.
34. A lamp for illuminatingthe repeater card is mounted under the repeater motor. The repeater bottomcover
maybe removed for access to the lamp. A dimmer switch for controllingthe brilliancy of the repeater will be
found inthe repeater stand.
35. Figure 7 shows the electrical connections betweentransmitter and repeater. The leads marked "Supply
Line" are connected to a 70-volt d-c source: The 70-volt supply is obtained byreducingthe ship's 1 1 5-volt d-
c supply by means of a carbonpile regulator or a series resistor (see circuit diagraminControl Panel
instructionbook). Ifthe ship's supply is 220 volts, the 70-volt supply is obtained froma d-c generator which is
incorporated inthe compass (220 V.) motor-generator set.
36. Lead 4 (figure 7) carries the positive legofthe circuit to the transmitter when the circuit breaker and
repeater switches are closed onthe compass panel. At the transmitter the positive legis directed to lead 1, 2
or 3 depending onthe positionofthe roller carriage. The circuit thenpasses back to the panel, through the
repeater switchto the correspondingly numbered coils onthe repeater motor. The returnto the panel is made
through lead 5 which is connected through a fuse and the repeater switchto the commonreturnfor the various
compass circuits.
8
37. Resistors for loadingthe transmitter, and condensers for quenching sparking as the roller carriage passes
fromsegment to segment, are connected inthe circuit at the compass binnacle tenninal block. See circuit
diagraminthe Control Panel instruction book.
FOLLOW-UPSYSTEM
38. The Gyro-Compass employs the a-c amplifier type of follow-up control. The amplifier panelused is
external to the Compass and is described indetail ina separate pamphlet entitled "Amplifier Panel". For
convenience, the operationwill be described briefly here.
39. A follow-up transformer is mounted onphantomelement (figure 3) so as to be normally aligned with an
armature carried bythe sensitive element. The transformer has 3 legs; the center legis energized fromone
phase ofthe 210 cycle supply to the gyro motor, while the 2 outer legs are connected to the vacuumtube
amplifier insuch a way that whenthe transformer and armature are aligned, there is no signal to the amplifier.
Whenthe sensitive element moves away fromthe phantomelement, the signal to the amplifier corresponds in
directionand amount to the directionand amount of suchmovement.
40. The amplifier augments the input signal so as to control 2 rectifier tubes, which energize the azimuthmotor
armature. Since the field of this motor is continuously excited fromthe d-c supply, the motor drives the
phantomelement so as to bringthe transformer again opposite the armature onthe sensitive element. Thenthe
input to the amplifier ceases and the motor stops.
41. Because ofthe sensitivity ofthe follow-up control, inactual operationthe phantomelement never becomes
more than slightly displaced fromthe vertical ring, and uponbeingso displaced is instantly brought back into
alignment.
RADIOFILTER
42. An electrical filter, comprising chokes and condensers, is usually providedwithinthe binnacle so as to
suppress any interference withthe radio equipment onthe Ship.
9
SECTIONII
-
OPERATION
-
PREPARINGTO START
43. Preparations should be begunpreferably at least 4 hours before the Compass is required for service.
44. Make certain that all supply switches are open.
45. Unlock binnacle top cover, openone door and make sure that vertical ringand rotor case locks are
applied.
46. Take hold ofbothsides ofphantomand vertical rings and turn themslowly until compass card indicates
approximate headingof ship. The Compass should never be turned inazimuth, withthe power olf bypressure
oncompensator weights or mercury ballistic.
47. Check height of oil onoil well windows. Make sure that oil level isjust evenwith center of dot onwindow
and that oil level is the same onbothsides of Compass.
48. Test alarmbythrowing switchonalarmunit for a second or so, to make sure relay
fijnctions.
49. Adjust speed and latitude and auxiliary latitude correctors to proper setting. (See paragraphs 67 to 69.)
STARTINGCOMPASS
50. Throw control switchoncontrol panel to ON.
5 1. Pull out circuit breaker plunger oncontrol panel to energize motor generator. Holdplunger out byhand
until motor-generator speeds up (inabout 5 seconds).
52. When starting alongside a dock, wait until rotor is up to speed (inapproximately 10 minutes), then turn on
follow-up switch onamplifier panel. (Whenstartingup at sea, release the rotor case and vertical ringlocking
latches immediately and steady the rotor case byhand until rotor is up to speed.)
53. Wait one minute for rectifier tube filaments to heat up.
54. Release rotor case and vertical ringlockinglatches.
55. TurnON azimuth motor switch at amplifier panel.
56. Synchronize all repeaters to the same headingas the Master Compass, and then close all repeater
switches.
57. Turn switchat alarmunit so as to silence alarm.
10
58. Reset Compass onship's headingbypressingdownonone or the other ofthe rotor case bearinghousings,
and ifnecessary level the rotor bypressingagainst the vertical ringuntil bubble is onnormal settled position.
Check repeaters, and synchronize ifnecessary.
SETTINGCOMPASS ONMERIDIANWHEN DIRECTIONOFNORTHISKNOWN
59. After Compass is up to speed and operating normally, precess Compass bypressingontop of either rotor
case bearinghousinguntil zero oncompass cardpoints true north, at whichtime the card will indicate the true
headingof the ship. Then level the case bybringingbubble to normal settled positionand allow Compass one
hour to settle.
SETTINGCOMPASS ONMERIDIANWHENDIRECTIONOFNORTHISUNKNOWN
Within2 Hours After Rotor Has Come Upto Speed
60. Levelthe case; approximately 21 minutes later level it again; approximately 21 minutes later level it a third
time. The Compass thenwill indicate approximately the true meridian. Whenthe bubble remains at its normal
operatingposition, the Compass has settled onthe true meridian.
Within One Hour After Rotor Has Come Upto Speed
61. Levelthe case and observe rate oftravel ofrotor case level bubble, inminutes of arc for any convenient
period oftime (say 3 minutes). Also note direction ofmovement.
62. Divide number of minutes of arc throughwhichbubble traveled bynumber ofminutes of time allowed for
the test. Multiplythis quotient bythe constant 5. The product will give approximate number of degrees
deflection frommeridian.
63. Ifbubble travels to south, Compass should be precessed to east, and ifbubble travels to north, Compass
should be precessed to west. Amount ofprecessionshould be equal to number of degrees obtained in
precedingparagraph. Thus, ifbubble moves to south at rate of 6 minutes of arc in2 minutes of time, when
Compass headingwas 125, then northend of Compass is pointingapproximately 6/2x5= 15west of the
meridianand it should be precessed this number of degrees to the east, or to 125- 15 = 110.
64. Level the case, again observe bubble movement and make a finer correctionifand when necessary. When
bubble movement has become less than one minute of arc in5 minutes of time, Compass should be within one
degree ofthe meridian. The foregoing rule is approximately accurate for deflections up to about 50inlatitudes
between0and 60.
65. Care should be taken that Compass is not started exactly 180oflfthe meridian, as bubble will travel very
slowly whenCompass is headinginsuch a direction.
66. The settlingpositionofthe gyro axle relative to the meridianis reached when the bubble finally occupies its
normal settled positioninthe leveL Incase the normal settled positionofthe bubble is not central, when
Compass is settled onthe meridian, its normal settled positionshould be recorded and used inmakingthe
above setting.
11
SETTINGTHE SPEED AND LATITUDECORRECTOR
67. When Compass is inoperation, the corrector should be set for the approximate speed and latitude of the
ship. These settings need not be changed for small variations inspeed and latitude, but should be kept within 3
knots and 3respectively.
68. To set corrector, turnknob 57 (figure 1) until the scale line correspondingto the ship's latitude onthe
movable latitude bar intersects the curve representingthe ship's speed onthe speed plate across whichthe
latitude bar is movable.
SETTINGTHE AUXILIARYLATITUDECORRECTOR
69. To set the auxiliary corrector, turnknob 58 (figure 1) until line engraved onlubber ringcoincides with
approximate local latitude marked onadjustable block of corrector.
IFALARM SOUNDS DURINGNORMALCOMPASS OPERATION
70. A momentary failure ofthe supply current will cause buzzer to sound until the supply is restored, and in
such case the accuracy ofthe Compass will not be affected. It is advisable, however, to check repeaters with
Master Compass after any momentary failure ofthe supply.
71. Ifalarmcontinues to sound, the current failure evidently is more thantemporary. Turn switchOFF to
silence buzzer. Examine control panel immediately. The circuit breaker is adjusted to openapproximately 5
seconds after ship's supply fails.
If
onexamination, the circuit breaker is found open, repeat instructions for
starting Compass at sea. Check Master Compass and repeaters.
STOPPINGCOMPASS
72. Openrepeater switches.
73. Turn alarmswitchto silence buzzer.
74. Turn OFF azimuth motor switch.
75. Turn OFF follow-up switch.
76. Throw toggle switchoncontrol panel to OFF. This de-energizes the circuit breaker coil and causes circuit
breaker to open.
77. Ifstopping Compass at sea, during heavy weather when considerable motionis imparted to the Compass,
steady rotor by hand until it stops, then lock it with lockinglatches. Ifstopping at dock, there is no need of
supporting rotor by hand; it may be locked immediately.
78. Inspect equipment and clean same ifconvenient. The equipment canbest be cleaned while it is still warm
12
NOTES
79. Under normal operation, the rotor case is uncomfortably hot to the bare hand. This should occasionno
alarm, as the nonnal operatingtemperature is approximately 45C higher thanroomtemperature. Keep oil
level evenwith center of dot inoil-well windows at eachend ofrotor case.
80. Keep binnacle doors closed and cover lockedwhenever the Compass is left unattended. Allow no
unauthorizedpersonto tamper with it at any time.
81. With ships having220-volt d-c supply, the operating instructions are somewhat different fromthe
preceding. Refer to separate instructionpamphlet provided with 220-volt control panel.
13
SECTIONIII
-
MAINTENANCE
-
82. A summary of inspection, cleaning and oiling instructions is presented herewith. Further details will be
found inthe Amplifier Panel, Control Panel, and Motor-Generator pamphlets.
ROUTINEINSPECTION
EACHWATCH
83. Check repeaters with Master Compass to be sure repeater systemis functioning properly. Ifsupply fails
for any reasonbe sure to check and, ifnecessary, synchronize repeaters as soon as supply is restored.
84. Check Compass by azimuth observation ifpossible.
85. The speed and latitude corrector and auxiliary latitude corrector should be properly reset whenever
changes of speed and latitude make resettingnecessary, as advised inparagraph67 under OPERATION.
86. Inspect Compass to guard against any abnormal condition of operation.
EACHWEEK
87. Check alarmunit by turning switch onalarmunit and notingthat buzzer sounds.
88. Check all electrical connections to make sure they are tight, cleanand free fromoil.
89. Cleanand oil parts as indicated oncharts, pages 18-21.
EACHMONTH
90. Polishthe glass over the repeater card. Cleanthe repeater stand ifit is inanexposed position.
91. Check alignment of azimuthmotor brushes as described onpage 15.
92. Cleanand oil parts as indicated oncharts, pages 18-21.
CAREOFMERCURYBALLISTIC
93. The mercury ballistic reservoirs are ventilated through small holes inthe reservoir tops so that the mercury
will not become air bound as it flows fromone reservoir to the other. Due to the presence of this air, a certain
amount of oxidationofthe mercury takes place. This takes the formof a filmonthe surface of the fluid and
eventually the filmwill retard its free movement. For this reasonthe mercury should be checked about eveiy
14
3 months to make sure that it flows freely. For economy ofup-keep and maintenance, instructions are given
here so that the ship's personnel may inspect and, ifnecessary, change the mercury. It must be bome inmind,
however, that the mercury ballistic is the controlling element of the Compass and that care must be exercised in
handlingand adjusting it. The instructions givenhereinmust be followed exactly.
94. To observe flow ofmercury inballistic, remove tops ofreservoirs, unlock case and tilt ballistic fromside to
side. This must be done only when gyro is not running. The mercury should flow freely fromone reservoir to
the other. The appearance of filmonthe fluid is not harmful, providedthe mercury flows freely. Ifit does not
flow freely, proceed as described below. Ifit does, replace reservoir tops, but be very careful not to
interchange themwhen replacing.
95. Ifthe mercury needs changing, remove ballistic from Compass as described onpage 15. Pour out the old
mercury, keepingthat removed fromeach set ofreservoirs inseparate non-metallic containers.
96. Carefully wipe out reservoirs with a cleanclothmoistened with carbontetrachloride. (Do not use gasoline.)
Make sure that all carbontetrachloride is evaporated fromthe parts, before replacingthe mercury. Clean out
mercury tubes withtube (pipe) cleaners, provided inthe spare parts box. After usingcleaners, blowout tube
to remove any lint.
97. Carefully strainmercury removed fromwest reservoirs through fine cheese clothuntil it is clean and bright.
Thenpour this mercury back into one of the west reservoirs, pouringina continuous streamso that no air
bubbles are trapped inthe tube. Repeat process for fluid removed fromeast reservoirs. Ifany mercury is
spilled during this process, BOTHsets of reservoirs shouldbe emptied andrefilledwith fresh
mercury found inspare parts box. Eachbottle contains 8 ounces of mercury. Pour 8 ounces into each set of
reservoirs as described above. After refillingballistic withmercury, replace reservoir tops, makingsure not to
interchange them Replace ballistic onCompass as described onpage 15.
ADJUSTMENTS AND REPLACEMENTS
TOREMOVELOSTMOTIONINTRANSMITTER
98. Turnlost motionadjusting knob (figure 1) all the way counterclockwise.
TOREPLACETRANSMITTER ONLUBBERRING
99. Positionthe compass card so that it reads to anexact degree. Card may be turned slight amount required
byturning azimuth motor shaft.
100. Turnlost-motionadjustingknob (figure 1) all the way counterclockwise to take up, as muchas possible,
lost motionintransmitter carriage drive.
101. Place roller carriage oncontact segment 1.
102. Put transmitter inplace as showninfigure 1and make sure its gear meshes properly with azimuth gear.
Insert mounting screws loosely. Withcard onaneven degree,
15
shift transmitter until roller is again positioned on segment 1, ifit was movedwhile attaching transmitter. Then
take, up tightly onmountingscrews.
103. Start Compass arid repeaters. Check repeater readings and synchronize with Master Compass. If, when
compass card is on an exact degree heading, repeaters do not exactly synchronize, loosentransmitter mounting
screws and tap the transmitter so that it moves slightly onthe elongated mountingholes until repeater readings
matchexactly with Compass reading.
TOREMOVEAND REPLACEMERCURYBALLISTIC
104. Remove 2 screws which attach link arm(figure 4) to ballistic frame.
105. Carefully lower link armso that it slides away easily fromlink bearingonbottomof case.
106. Back offthe mercury ballistic bearingstuds (figure 4) until they are clear oftheir bearings. Lower ballistic
frame until it is clear of Compass and remove frombinnacle.
107. Whenreplacingballistic, proceed inreverse order fromabove. The west bearingstud is pinned to its
locknut and should be screwed inas far as it will go. The east stud should be adjusted so that ballistic has
about 0.005" side shake when Compass is cool. The locknut then should be taken up so that stud is locked in
place. Ifpossible, use feeler gauge to determine the proper side shake. Ifgauges are not available, the stud
may be replacedproperly bymakinga mark onphantomringinline with slot instud before removingballistic.
Whenreplacingballistic, take up onstud until it is tight, thenback off until slot is inline withthe mark. Ifthis
method is used, take care not to back off 1/2 turn too much. When replacingballistic, make sure that north
side ofballistic frame is onnorthside of gyro case. A letter Nis stenciled onnorthside of frame.
108. Whenreplacing link arm, make sure it engages link bearingproperly before attaching armto ballistic
frame.
TO ADJUST AZIMUTHMOTORGEAR MESH
109. The azimuth motor may be adjusted inor out, withrespect to the maingear, bymeans ofthe set screw
and clamp screw onone end of the frame. It should be set so there is no lost motionbetweenthe azimuth gear
and the azimuth motor pinion.
110. Whenmakingthis settingthe Compass should be slowly turned inazimuthbyhand to make sure that it is
free inall positions. There must be no bindingor stalling ofthe azimuth motor inany positionabout the azimuth
gear.
TOADJUST AZIMUTHMOTORBRUSHES
111. The azimuth motor brushes are clamped inholders mounted onthe azimuth motor frame. The brushes
should be adjusted so that, when they are seated onthe commutator, the brushholders are parallel to each
other. To obtainthis condition, loosenbrushclamping screws, adjust brushand reclamp. Whenholders are
parallel, the distance fromcommutator to holder is approximately 1/4 inch. Whenbrushes are readjusted, sand
theminto fit commutator.
16
TO ADJUST LUBBERLINEPLATE
112. This plate is provided onthe Compass to compensate the readingfor small permanent errors. Do not
attempt to remove such errors by twisting the suspension.
113. The compensation is made as follows: Suppose the
Compass readingis 278 and it has beendefinitely established
(by sun azimuths, bearings, etc.) that the Compass is 2low.
Simply loosenthumb nuts which clamp lubber line plate to
lubber ringand shift lubber line so that readingis 280.
Reclamp plate. It is thennecessary to change eachrepeater
readingso that the repeaters are synchronized with the
Compass. NOTE: Ifthe plate is moved only a fraction of a
degree, the repeater headings should be changed by
looseningthe transmitter onthe Compass and shifting it as
necessary to make repeater readingcorrespond to Compass
reading.
ROLLDAMPER
114. A dashpot damper (figure 8) is provided at the after
gimbal bearingto restrict movement ofthe Compass about the fore-and-aft axis. The unit comprises two dash-
pots, each containinga pistonand a quantity of oil. Movement of the pistons, due to swinging of the Compass
about the axis mentioned, is opposed because ofthe restricted oil flow.
115. The actionofthe dashpot damper is entirely automatic; no adjustment ofthe unit should be attempted.
FieuRE a
ffOLU DAMPER
6ft 1HUPEK DASUPQTS 71. BElltLN? STUP
Tc. rilffflMt hi n ftTuoe 72 caaoan nine
116. The dashpot dampers should be kept filled with compass rotor oil to a point one inchbelowthe top of
the pots. The level canbe determined bypushinga small piece ofwire through the holes inthe cap. Ifdashpots
are too lull, the oil will runout when the ship is rollingheavily. Ifthe oil level drops belowthe piston, the
dashpots will be useless. The level should be checked eachmonthand new oil added ifnecessaiy.
PITCHDAMPER
117. A fixtiondamper (figure 9)is used to restrict swinging of the Compass about the athwartship axis. The
damper comprises anadjustable frictionbrushridingona cam To obtainproper damping action, proceed as
follows:
118. Loosenclamp nuts 67 (figure 9) and raise brush off camfar enoughto insert a small piece ofpaper under
bmsh.
119. Positionadjusting nuts 68, keepingfrictionbrushholder horizontal, so that when clamp nuts are takenup
tight it isjust possible to withdraw the paper without tearing it.
17
PITCH DAMPER
67 CLfluf WTS 68. ftDJUSTPNG NtUS
120. Inheavy weather it may be necessary to take up onthe damper to prevent the compass case fromhitting
the stops onthe vertical ring. However, as soon as the weather permits, the dampers should be
readjustedas described above. Ifthis is not done, anerror inthe compass indicationmay result.
18
CLEANINGCHART
GENERAL
AT MONTHLYINTERVALS - Cleaninside of binnacle and all mechanical compass parts with a soft cloth
moistened incarbontetrachloride. Wipe dry after cleaning. Check all electrical connections to make sure they
are tight, clean and free fromoil.
The crocus paper referred to inthese instructions is anextra fine, highgrade abrasive paper. Do not use any
other kind.
CAUTION: When cleaning or oilingthe Master Compass, be careful not to disturb the 3 flexible leads
betweenthe phantomringand the vertical ring, and betweenthe vertical ringand the rotor case.
MASTER COMPASS
1CORRECTORCOSINECAM: MONTHLY- Cleanout any hard deposit of grease and dirt.
2 COLLECTORRINGS: MONTHLY- Cleanwith a strip of cloth (about 1/2 inchwide) moistened in
carbontetrachloride, drawingthe clothback and forth oneachringsurface throughout about halfits
circumference. Then turn compass 180and repeat. Polishwith a dry strip of clothinthe same manner.
3 AZIMUTHMOTORCOMMUTATORANDBRUSHES: MONTHLY- Wipe off commutator brushes
and brush-aims with a soft clothmoistened incarbontetrachloride. Polishcommutator with a clean, lintless
cloth, holdingit against the commutator withthe index finger while turningthe damping weight back and forth
with the other hand.
4 CORRECTOR: MONTHLY- Wipe excess oil fromthe outer surfaces ofthe corrector and fromthe
bottomofthe lever arm.
5 TRANSMITTER: MONTHLY- Snap contact arminto the vertical positionand remove roller carriage.
Cleanthe contact surface ofthe segments with a small piece of folded crocus paper. Insert the edge ofthe
folded crocus paper betweenadjacent segments to remove carbondust. Cleanthe roller carriage and the
interior of the carriage compartment with a soft clothmoistened incarbontetrachloride, and wipe out with a
dry cloth.
NOTE: It is not necessary to remove the transmitter fromthe lubber ring, for cleaning.
CAUTION: The Compass must not be turned inazimuth while the contact armis inthe vertical position.
6 ROTORBEARINGHOUSINGAND OIL WINDOW: EVERY 3 MONTHS - Cleanwhen renewing
rotor bearingoiL After the old oil has beenpumped out, remove the bearinghousingend plate, shownbythe
upper arrow. Take out the attaching screws and screw two of theminto the two threaded holes inthe edges of
the plate to force the plate and gasket olfthe housing. Cleanthe oil window with a soft clothmoistened in
carbontetrachloride and held onthe end of a thinhardwood stick. Do not unscrewthe oil windowfromthe
bearing housing. Ifthe oil wicks are clogged with sediment, remove the assembly bytaking out the 4 small
screws that hold it inplace. Cleanthe assembly thoroughly incarbontetrachloride and brushthe wicks offwith
stiff brush. Be sure all carbontetrachloride has evaporated fromthe wicks before replacingthem. Cleanthe
interior ofthe housingwith a small piece of cloth saturated with carbontetrachloride. Use the thinhardwood
stick to force the clotharound the interior of the housingto remove all oil sediment. Dry out interior with a
cleanclothto remove all traces of carbontetrachloride before replenishingwith oil. (See paragraph 13 under
Oiling.)
19
7 COMMUTATORAND BRUSHES: MONTHLY- Wipe olfthe commutator surface and brushes with a
soft cloth moistened with carbon tetrachloride. Whenthe motor-generator is stopped, brushthe space
betweenthe commutator bars axially with a small stiff brush. Wipe offwith a soft dry cloth. Be sure that no
particles of dust or dirt remainbetweenthe brushand commutator surface. To insure proper ventilation,
brushthe screened plates at each end of the motor-generator with a stiff brush.
OILINGCHART
GENERAL
WEEKLY OILINGS maybe omitted where such applicationwould disturb the Compass. However, it is
recommended that the interval betweensuch oilings be not greater than2 weeks.
Wherever oil is mentioned inthese instructions, compass rotor oil is implied.
8 CORRECTOR: MONTHLY - Lubricate movingparts with a filmof oil. Add one or two drops of oil to
roller stud incosine cam.
9 TRANSMITTER: WEEKLY - Anoil hole at the top center leads to the upper shaft bearing. Anarrow at
the bottompoints to the lower shaft bearing. A small arrow above the onejust mentionedpoints to the lost-
motiondevice yoke rollers, within the transmitter. Two oil tubes, terminating at the top ofthe transmitter, lead
to other bearings requiringlubrication. The top oil hole, the two arrows and the two tubes are paintedred and
are readily located. Apply two drops of oil to eachlubricationpoint. MONTHLY-Coat gear surfaces with a
light filmof oil, usinga camel's hair brush. Keepsegments and roller carriage free fromoil.
10 CORRECTORCOSINECAM: MONTHLY- After cleaning the cosine camgroove, add a thin coating
of the cup grease supplied inthe spare parts box. Coat azimuth gear surfaces with a light filmof oil applied with
a camel's hair brush. 11BALLISTIC LINKBEARING: WEEKLY - Add 4 drops of oil to the bearingand its
link (upper arrow). LOWERVERTICAL RINGGUIDEBEARING: This bearing (lower arrow) is
submerged inoil whichneed be changed only when the Compass is undergoinggeneral overhaul.
12 PHANTOMSTEMBEARINGS AND UPPERVERTICAL RINGGUIDEBEARING: WEEKLY -
Apply 10 drops of oil to each ofthe two oil holes underneaththe suspensioncap. Access is providedto these
oil holes throughholes inthe cap.
13 ROTORBEARINGS: AT WEEKLY INTERVALS inspect oil level oneach side of rotor case and
replenishifnecessary to keep the oil surface level with center of dot at center of glass window. EVERY3
MONTHSrenewthe oil ineach side ofrotor case as follows: remove oil plugand pump out the oil withmetal
syringe provided inthe spare part box. Remove the bearinghousingend plate as described inparagraph6
under Cleaning. Inspect the interior ofthe housingand the oil wicks. Ifwicks are clogged with sediment,
remove assembly and clean as described inparagraph6. Before filling oil reservoir cleaninterior ofhousing
and oil window as described inparagraph6. Whenreinstallingthe oilwick assemblies make sure they are put
back exactly as they were. The upper ends ofthe 3 wicks should touchthe lower edge ofthe ballbearinginner
race. The lower ends ofthe wicks should be coiled inthe lower part ofthe housingso that the oil level will
completely cover them Replace the end plate, tightening the attaching screws evenly all around, and fill with oil
through the oil plughole to the center of dot incenter of glass window.
14 AZIMUTHMOTOR: WEEKLY - The upper oil tube carries oil to the upper motor shaft bearing, and also
to the upper and lower intermediate gear shaft bearings. The lower tube leads to the lower motor shaft bearing.
Apply 6 drops of oil to the upper tube, and 2 drops to the lower tube. MONTHLY- Coat gear surfaces with
a light filmof compass rotor oil, usinga camel's hair brush.
15 BALLISTIC BEARINGS: WEEKLY - Fillup the cup-type reservoirs oneach side ofthe phantomring
withoil (upper arrow). HORIZONTALROTORCASEBEARINGS: WEEKLY - Move vertical ringto
maximumout-of-alignment positionwithphantomringand apply 8 drops of oil to hole incenter of large nut
containing the horizontal rotor-case bearings oneach side (lower arrow).
16 GIMBALBEARINGS: MONTHLY- The fore-and-aft and athwartship ballbearings are oiled byplacing
a few drops of oil onthe studs where they enter the bearings. The two azimuth guide pins should be given a
thincoating of cup grease.
21
17 MOTOR-GENERATOR: EVERY 3 MONTHS - Turnthe grease cups downone full turn.
YEARLY - Remove bearings and cleanthemthoroughly incarbontetrachloride. After all Race of carbon
tetrachloride has evaporated frombearings, repack themwith cup grease ofthe kind supplied inthe spare part
box, and replace. To repack: coat ball bearings with a thin layer of grease. Placejust sufficient grease ineach
bearinghousingto cover the lower part ofthe ball bearing.
6/27/2014
Sperry Gyrocompass Mark 14
CAUTION: DONOTOVEROIL
*
11 13 17
http://www.hnsa.org/doc/gyromk14/
27/75
22
SECTIONIV
PARTSLIST
INTRODUCTION
This Parts List contains all replaceable parts for the Sperry Mk. XIV, Mod. 1Gyro-Compass and
Accessories.
The parts are grouped by assemblies and sub-assemblies. A drawing ofthe assembly, and a list ofthe parts
givingthe name, part number and quantity required are included for each assembly.
Bymeans of a symbol each part is identified with the assembly drawing, and the descriptionofthe part. THE
SYMBOL ISTO BEUSEDONLYFORIDENTIFICATIONOF THE CORRECT PARTNUMBER
ANDDESCRIPTION. THEPARTNUMBERANDDESCRIPTIONMUSTALWAYS BEUSEDFOR
INQUIRIES
AND ORDERS.
Letters are used as symbols inplace ofnumerals where a separate drawing for the assembly has been
prepared. Double letters indicate the assembly appears onthe same sheet. Single letters indicate the assembly
is shownona separate sheet.
Standard size screws, nuts, washers, and pins are not assigned part numbers. Oninquiries or orders the
dimensions inadditionto the name must always be given.
ORDERINGINSTRUCTIONS
Quick
shipments and prompt replies to inquiries are possible only when
complete identifyinginformationfor parts is given.
Careiul observance of the followingpoints oninquiries or orders is essential
for prompt service.
1. Name the part and part number as showninthe list and state
quantity desired.
2. Furnishthe name plate data ofthe apparatus for whichparts are
desired.
3. State whether shipment is to be made by express, freight or
parcel post.
DEFINITIONOFABBREVIATIONS
Adj. Adjusting Lg- Long
Ass'y Assembled L.H. Left Hand
Att. Attaching, Attachment Mach Machine
Bg. Bearing Mfd. Microfarad
Bkt Bracket Mk. Mark
Br. Brass Mod. Modification
BTS Blue Tool Steel Mtg. Mounting
Bz. Bronze Oz Ounce
Con. Collector PKD Parker KalonDrive
Cond. Conductor PL PlainPt Point
Conn. Connecting, Connection Rd. Round
Cstg. Casting Res. Resistance, Resistor
Cu Copper R.H. Right Hand
Dia Diameter R.P.M. Revolutionper minute
Esc Escutcheon Sec. Secondary
Fil Fillister S.S. Stainless Steel
FP Fishpaper Std. Standard
Hd. Head Term Terminal
Hdl. Headless Vam. Varnished
Hex Hexagon V. Volt
Intemi Intermediate
Ins. Insulating, Insulation
23
PARTSLIST
LISTOFASSEMBLIES NUMERICALINDEX
AND OF
ORDER OFARRANGEMENT ASSEMBLIES
Part Description Reference
Number Page
Part Description Reference
642128- Compass Ass'y., Master
24-41
Number Page
6/27/2014
H Gyro
(Mk. XIV-Mod. 1
642112- Rotor & Case Ass'y. 21, 26
L
126664- Wick Ass'y., Felt Oil 25. 26
J
64102- Level ofAss'y., Two 26
H Minute
94401- Level Ass'y. 26
E
642113- RingAss'y., Vertical 27
F
642114- PhantomElement Ass'y. 28, 29
L
642115- Ballistic Ass'y., Mercury 30
E
642111- Compensator Ass'y. 31
D
68645- Corrector Ass'y., Speed 3J_
C
642117- Member Ass'y., Outer 32, 33
N
150891- Block Ass' y., Coll. Ring 32, 33
D Brush
643855- Binnacle Ass'y. 34, 35
N
76377- Damper Ass'y., Cardan 34. 35
C
642121- Follow-Up Device Ass'y., 36. 37
N
152076- Electro-Magnetic 36, 37
D Transformer Ass'y.
642135- Motor Ass'y., Azimuth 38, 39
J
644235- Transmitter Ass'y., 40, 44
L Commutator
801041- Carriage Ass'y., 40,
41
D Transmitter
64024- Compass Ass'y., 42, 43
AD Repeater(Mk. XV-0
92064- Cable Ass'y. 42, 43
S
8-0195- Movement Ass'y., 42. 43
Y Repeater
67771- Compass. Ass'y., 42,43
http://vwvw.hnsa.org/doc/gyromk14/
Sperry Gyrocompass Mark 14
6850-L Glass Ass'y., Reading 49
60606-J Circle Ass'y., Azimuth (Mk. Ill 49
64024- Compass Ass'y., 42, 43
AD Repeater(Mk.XV-0
64102- LevelAss'y., Two Minute 26
H
64146- Stand Ass'y., Repeater (Bearing 44,45
R
64147- Stand Ass'y., Repeater(Steering 44,45
K
64148- MountingAss'y., Repeater 48
U Bulkhead
67252- Compass Ass'y., Repeater 42, 43
E
67771- Compass Ass'y., Repeater 42. 43
D (Mk.XV-0
68645- Corrector Ass'y., Speed 31
C
70264- Cover Ass'y., Repeater(Bearing 49
K
71620- BoxAss'y., Radio Connection 49
D
76377- Damper Ass'y., Cardan 34. 35
C
80195- Movement Ass'y., Repeater 42. 43
Y
82622-J Cable Ass'y. 42, 43
82926- Cover Ass'y., Repeater(Steering 49
E
84823- Cable Ass'y. 42, 43
D
89152- Set of Spare Parts 51
L
92064- Cable Ass'y. 42, 43
S
94401- LevelAss'y. 26
E
126664- Wick Ass'y., Felt Oil 25, 26
J
150891- Block Ass'y., Coll. RingBrush 32, 33
D
152076- Transfomier Ass'y. 36, 37
D
642111- Compensator Ass'y. 31
30/75
6/27/2014
D Repeater (Mk.XV-0
82622-J Cable Ass'y. 42, 43
80195- Movement Ass'y., 42. 43
Y Repeater
67252- Compass. Ass'y., 42, 43
E Repeater
84823- Cable Ass'y. 42, 43
D
Y Repeater
642290- Compass. Ass'y., 42, 43
C Repeater(Mk.XV-0
92064- Cable Ass'y. 42, 43
S
Y Repeater
642301- Compass Ass'y., Repeater 42, 43
D (Mk.XV-0
82622-J Cable Ass'y. 42, 43
Y Repeater
64146- Stand Ass'y., Repeater 44. 45
R (Bearing
64147- Stand Ass'y., Repeater 44. 45
K (Steering
643241- Stand Ass'y., Rep. 46, 47
D Column(Bearing
643240- Stand Ass'y., Rep. 46, 47
B Column (Steering
62148- MountingAss'y Repeater 48
U Bulkhead
6850-L Glass Ass'y.,Reading 49
71620- Ass'y., Radio Connection 49
D
70264- Cover Ass'y., Repeater 49
K (Bearing
82926- Cover Ass'y., Repeater 49
E (Steering
Sperry Gyocompass Mark 14
D
642112- Rotor &Case Ass'y. 25, 26
L
642113- RingAss'y., Vertical 27
F
642114- PhantomElement Ass'y. 28, 29
L
642115- Ballistic Ass'y., Mercury 30
E
642117- Member Ass'y., Outer 32, 33
N
642121- Foliow-Up Device Ass'y., Electro- 36, 37
N Magnetic
642128- Compass Ass'y., Master Gyro, 24-41
H (Mk. XIV-Mod. 1
642135- Motor Ass'y., Azimuth 38, 39
J
642282- Cover Ass'y., Repeater (Steering 49
C
642290- Compass Ass'y., Repeater (Mk. 42, 43
C XV-Mod. 0
642301- Compass Ass'y., Repeater (Mk. 42, 43
D XV-Mod. 0
643240- Stand Ass'y., Repeater Column 46, 47
B (Steering
643241- Stand Ass'y., Repeater Column 46, 47
D (Bearing
643855- Binnacle Ass'y. 34, 35
N
644034- Filter Ass'y., Radio 50
A
644235- Transmitter Ass'y., Commutator 40, 44
L
801041- Carnage Ass'y., Transmitter 40, 44
D
642282- Cover Ass'y., 49
C Repeater(Steering
60606-J Circle Ass'y., 49
Azimuth(Mk. Ill
644034- Filter Ass'y., Radio 50
A
http://www.hnsa.org/doc/gyromk14/
31/75
89152- Set of Spare Parts
L
la
APPENDIX
FUNDAMENTALPRINCIPLES OFTHE GYRO-COMPASS
1. The word "gyroscope" is of Frenchorigin a combination of two Greek words, "gyros", meaningtumor
revolution, and "skopein", meaning to view, the literal translation of the two words being "to view the
revolution" ofthe earth. The correct pronunciationofthe word is withthe gsoft as in"gentleman". Inthe first
syllable the y is long, as in"sky". Ro is pronounced like the "row" inrowboat, and scope to rhyme with "rope".
2. The reasonthe Frenchhave the distinctionof originatingthe name gyroscope is because the great French
scientist LeonFoucault was one ofthe first authorities onthe subject of gyroscopic phenomena, having
succeeded as early as 1852 inactually producinga gyroscope withwhichhe could observe, withthe aid of a
microscope, the ceaseless onward movement ofthe earth's rotation.
3. Ifthe reader will permit one more slight digression, it might be well to remember (before we get downto
serious business) that the sphere onwhich we live is initself a mammothgyroscope and that there probably
would be no life at all onthe earthifit did not revolve like a top, withthe directionof its polar axis fairly
constant. Otherwise the surface ofthe earthwould be exposed to extremes of heat and cold with suchrapidity
that livingorganisms would not be able to survive.
DEFINITIONAND PRINCIPLES OFTHE GYROSCOPE
4. There is nothingmysterious about the gyroscope. Its actions, though they may appear at first to defy the
laws ofphysics, inreality depend entirely uponSir Isaac Newton's Laws ofMotion.
5. Many of the toys we used to play withwere based ongyroscopic principles. A spinning top is anelementary
formof gyroscope, the "diabolo" once a popular object for pastime is another; so also is a hoop, for it
will exhibit the characteristics of a gyro as longas it has sufficient motionto roll alongthe ground.
6. All of the practical applications ofthe gyroscope are based upontwo fundamental characteristics, namely:
"Gyroscopic Inertia" and 'Precession".
2a
FIGURE la
The gyroscope has three axes of angular
freedom
7. Gyroscopic Inertia, or rigidity inspace as it is sometimes
known, is the tendency of any rotatingbodyto preserve its
plane ofrotation. For example, a hoop, when set inmotion,
will keep onrollingapproximately ina straight line if
undisturbed, instead oftipping over as it would ifnot
revolving.
8. The second characteristic ofthe gyroscope Precession
is also exhibited bythe rollinghoop. Ifwe wishto change
its directionoftravel, we do not press against the rimat the
front or back, but at the top as though we intended to tip
it over about animaginary horizontal axis. The hoop resists
this pressure and turns, instead, about a vertical axis whichis
at right angles to the axis about whichthe pressure was
applied.
9. Ifwe transformthe hoop into a wheel, provide anaxle for it, and mount the axle insupporting rings as
showninFigure la, we canobtaina true gyroscope, which is simply a spinningwheel or mass, universally
mounted. Only one point the geometrical center of its supporting system is ina fixed position, the wheel
beingfree to turn inany directionaround this point. The wheel or rotor is free to revolve inits supporting ring
about axis 1. The supporting ringis free to revolve inanouter ringabout axis 2 which is always at right angles
to the axis ofrotationofthe
FIGURE2a
When spinning, the gyro exhibits
'gyroscopic inertia'
FIGURE3a
The original plane of rotation
is maintained no matter howthe
base is moved about.
3a
FIGURE4a
Precessionabout the vertical axis.
FIGURE5a
Precessionabout the horizontal axis.
wheel. The outer ringlikewise is free to revolve inpivot bearings ina supporting frame about axis 3 which is
always at right angles to the axis ofrotationofthe inner ring.
10. Withthis arrangement, the axle canbe pointed inany directionwithout altering the geometrical center of
the assembly. When such a wheel is spinning, it exhibits exactly the same characteristics as the hoop, but does
so without havingto be rolled alongthe ground. "Gyroscopic inertia" may be illustrated by spinningthe rotor
and placingit inthe positionshowninFigure 2a. Ifthe base of the gyroscope is tilted, as showninFigure 3a,
the rotor, instead oftipping over as it would ifnot revolving, maintains its original plane of rotation. It will
continue to do so, no matter howmuchthe base ofthe gyro is moved about, as longas it continues to spin with
sufficient velocity to overcome the frictionbetweenitself and its supporting bearings.
11. This characteristic is the result of the actionof forces affecting the state ofrest and motionof a gyroscope
inthe manner expressed byNewton's First Lawof Motion, which states that every body continues inits
state of rest or of uniformmotionina straight line, unless it is compelledby forces to change that
state. This law as applied to a rotatingwheel may be expressed by statingthat a rotatingwheel tends to
maintainthe directionof its plane of rotationinspace and the directionof its axis inspace.
12. 'Precession" may be illustrated by applying a force or pressure to the gyro about the horizontal axis as
showninFigure 4a. It will be found that the applied pressure meets withresistance and that the gyro, instead of
turning about its horizontal axis, turns or "precesses" about its vertical axis inthe direction indicated bythe
arrowP. Similarly, ifwe apply a pressure about the vertical axis, the gyro will precess about its horizontal axis
as shownat P inFigure 5a. Ifthere were a complete absence of inertia and friction about the precessional axis,
the rate ofprecessionwould be suchthat the resistance of the
4a
gyro would be exactly equal to the applied pressure at any instant, and no movement fromthis pressure could
ensue until the gyro hadprecessed so that its plane ofrotationcoincided withthe plane ofthe applied pressure.
Thenthe precessionwould cease and, with it, all resistance to the applied pressure.
x
13. A convenient way to remember the direction inwhich
precessiontakes place is to regard the pressure as though it
acted at a single point onthe rimofthe wheel, as indicated by
the black dot inFigure 4a. This point will not move in
response to the pressure, but a point 90 degrees beyond, in
the directionofthe wheel's rotation, will move away instead.
FIGURE6a 14. There you have the gyroscope ina nutshell, but inasmuch
Gyro rotor showninsection. For the sake of as the next step will be anexplanationofthe reasonfor
clarity its mass is considered to be precession, your maywish to ask a question or two at this
concentrated infour separate particles, A, B, point. Youmight like to ask, for instance, why it is that ofthe
C, and D. many rotatingobjects withwhichyouare familiar, some
display gyroscopic phenomena and others do not. Why does
a top exhibit gyroscopic characteristics while anengine
flywheel, which also spins withhighangular velocity, does
not. Why does a rifle bullet behave like a gyroscope while a
windmill merely behaves like a windmill.
15. Gyroscopic properties are inherent inall rotatingmasses, but canbest be observed inthose whichhave the
greatest amount of freedomabout two axes inadditionto the spinning axis. The top comes under the latter
category. The engine flywheel, onthe other hand, is limited to one angular axis of freedom its spinning axis.
A rifle bullet may be likened to a gyroscope because it is free to revolve about two other axes, inadditionto its
spinning axis; therefore it exhibits gyroscopic inertia, tendingto maintaina straighter line of flight than it would if
not rotating. A windmill has freedom about its spinning axis and also about a vertical axis (as it must be able to
turn inany directionunder the control of its rudder). However, it has no freedomabout a horizontal axis other
thanits spinning axis, and therefore, althoughprecessional forces are impressed uponthe apparatus by shifts of
wind, there are no visible effects. The precessional forces result ina torque which is absorbed inthe bearings.
Ina windmill these forces are small, however, owingto the light constructionof the fan. Inorder to obtain
maximumgyroscopic effects a rotor should be comparatively heavy, with as muchof its weight concentrated at
the rimas practicable, and it should spinwithconsiderable velocity. Gyroscopic inertia depends uponangular
velocity, weight and radius at whichthe weight is concentrated. Maximumeffect is obtained therefore froma
mass, with its principal weight concentrated near the rim, rotatingat highspeed.
5a
REASONFORPRECESSION
16. The reasonfor precessionmay be explained quite
simply ifwe consider the mass ofthe rotor to be
concentrated in separate particles such as A, B, C, and D
inFigure 6a. Figure 6a is a sectionthroughthe center ofthe
rotor,just as thoughyou sliced it inhalfwith a knife, threw
the upper half away and lay the bottomhalf onthe paper.
We will assume that the wheel is spinningwithconsiderable
velocity inthe directionofthe arrow Rat the top, and we
will select that instant inthe cycle when the particles are in
the positions shown inFigure 6a. Ifwe can show what will
happento four particles equally spaced as are A, B, C, and
D, we can show what happens to the entire rotor, since all
other particles within it act inthe same manner.
SOUTHF0LE
FIGURE7a
A gyro with its spinning axis set inthe East-West
positionat the equator appears to turn about its
horizontal axis once eachtwenty-four hours.
17. Inorder to make the explanationclearer we will simulate the movements ofthe rotor by corresponding
motions ofthe booklet
itself
and as a first step inthis directionwe will lay the booklet flat uponthe table.
18. Nowlet us assume that a force F is applied against the rotor just as though we pressed down against the
paper with a pencil at this point as thoughwe tipped the top of the booklet down, the bottomup. This
would tend to rotate the wheel about the axis X-X'. Sir Isaac Newtonsaid, ineffect, that all matter is
pigheaded and stubbornthat it will continue to move ina straight line unless disturbed, and ifdisturbed, it will
offer resistance to the disturbing force. Let us see what happens to particle A. This particle was movingto the
right before we started pushingdownat F. Now, however, it tends to move to the right and down into the
paper a combinationof the motiondue to the wheel's rotationand the motiondue to our applied force F.
Likewise particle C, whichwas movingto the left, nowtends to move to the left and up out ofthe paper.
19. As a result ofthese motions the wheel actually turns about the axis YY' which is at right angles to the axis
about whichthe force Fwas applied. Its motionis the same as thoughwe tipped the right hand side of the
booklet down, the left up. This is precession.
20. The reader will probably ask, "What happens to Band D?" Since Band Dlie inthe axis about whichthe
force F is applied, they are unaffectedbythat force. Like A and C, however, they are pigheaded and want to
have their ownway.
21. Because ofthe wheel's rotation, Bmoves toward the bottomofthe page, Dtoward the top. But the wheel
is nowturning about axis YY' because of its precession. Therefore Btends to move toward the bottomofthe
page and down into the paper, Dtends to move
toward the top ofthe page and up out of the paper. Ina perfectly balanced gyro operating without friction, the
sumofthese motions would exactly offset the force F, so that no motioncould take place about axis XX'.
Thus the only motionwhich could result fromthe applicationof a force as at F would be precessional rotation
about anaxis at right angles to the axis about whichthe force is applied. Inother words, the wheel moves in
6a
the direction ofthe least resistance to any force which tends to disturb its plane ofrotation-and the point of
least resistance is always 90 degrees away inthe directionof the wheel's rotation.
VERTICAL
AXIS
i
4
p
FIGURE8a
A gyro with its spinning axis set horizontal
at the Pole appears to turn about its
vertical axis once each
twenty-four hours.
OPERATINGPRINCIPLESOFTHE GYRO
COMPASS
22. Inthe Gyro-Compass the characteristics ofthe
gyroscope, "inertia" and "precession", which we havejust
explained, are combined withtwo constant, natural
phenomena the earth's rotationand the force of gravity,
withthe result that the instrument aligns itselfwiththe
geographic meridianand provides a constant true north
indicationregardless ofthe rolling, pitching, and yawing of
the vessel.
APPARENT ROTATION
23. Let us consider the gyro to be mounted at the equator
with its axle east and west. We will observe its behavior
froma point inspace beyondthe Southpole as shownin
Figure 7a. To avoid contusionwe will dispense withthe
supportingrings inthis and subsequent illustrations, and show
only the wheel and axle ofthe gyro, as these are the parts
withwhichwe are concerned chiefly.
24. The earthturns inthe direction ofthe arrow, or clockwise, with anangular velocity of one revolutionevery
24 hours, carryingthe gyro around with it; but the gyro, because of its inertia, maintains its original plane of
rotationinregard to space just as it did when its base was tilted as showninFigure 3a. Withrespect to the
earth, however, the gyro rotates about its horizontal axis with an equal velocity (one revolutionin24 hours)
but inthe opposite directionto the rotationofthe earth. After three hours the end ofthe axle whichwas
pointingeast apparently is elevated at anangle of45 degrees; after six hours, 90 degrees; after twelve hours,
180 degrees; and so on, until, at the end of 24 hours, it is back where it started.
25. Similarly, ifwe consider the gyro to be placed either at the Northor the Southpole at the theoretical axis
of rotationofthe earth, withthe axis of the gyro horizontal as showninFigure 8a, the gyro will appear to
rotate, but this time about its vertical rather than its horizontal axis.
7a
26. At points betweenthe poles and the equator the
gyro appears to turnpartly about the horizontal axis
and partly about the vertical, because it is affected by
Cj|ftr5 IkjUT**1
boththe horizontal component and the vertical
component ofthe earth's rotation. See Figure 9a. The
horizontal component of the earth's rotationcauses the
northend ofthe axle to rise. The vertical component
causes it to turnto the east.
FIGURE9a
A gyro withits spinning axle set horizontal at any point
away fromthe equator maintains its plane ofrotation
inspace and apparently moves about bothits
horizontal and vertical axis.
FIGURE 10a
To make the gyro seek the Northa mercury tube is
added, its effect beingapplied about the horizontal
axis.
27. The reader will perceive that the difference
betweengyroscopic inertia and apparent rotationis
simply one ofpoint of view. As tar as space is
concerned the gyro remains fixed. Incomparisonwith
the earth, however, the gyro actually rotates as
described above. It is this rotationwhichmakes it
possible to apply the force of gravity so as to convert
the gyroscope into a Northseeking gyro-compass.
28. The first step inthis directionis to cause the gyro
to precess toward the meridian. Figure 10 shows
diagrammatically a gyro to whichhas beenadded a
pair of containers with interconnectingtube; the
assembly is partially filled withmercury and is attached
to the gyro frame insuch a way that it will tilt with the
gyro when the gyro tilts or rotates about its horizontal
axis. Withthe gyro at the equator and horizontal as
shown at A inFigure 11a, the mercury is distributed
equally inthe tube and its weight exerts anequal
downward pressure oneachend ofthe axle.
Therefore, inthis position, the mercuryhas no effect
uponthe gyro. As the end ofthe axle which is pointing
east (the right-hand end) slowly rises, some of the
mercury, under the influence of gravity, is transferred
to the lower end ofthe axle, as shownbythe arrow at
the left inBofFigure 1la. Inthis positiona force is
beingexerted about the horizontal axis; the effect of
the mercury beingthe same as thoughwe were to
pushdownonthe west end (the left-hand end) ofthe
gyro axle. The result is that the gyro precesses about
8a
CAftTH 5
FIGURE 11a
Effect ofthe mercuryballistic when applied about the horizontal axis.
the vertical axis as shownbythe small arrows at the top inC and D, the axle turning slowly counterclockwise.
As the end ofthe gyro which at first was pointingeast (whichwe shall nowrefer to as the northend) precesses
toward the meridian, it continues to rise under the influence ofthe earth's rotation. After the gyro axle has
precessed so that it is parallel to the meridian, the excess mercury at the south end causes its precessionto
continue, and the end ofthe gyro axle which was at first pointingwest (whichwe shall nowrefer to as the south
end) is earned to the east ofthe meridian. This south end nowcommences to rise and the mercury starts
flowing back to the northend, precessionbeinggradually diminished until the axle is againhorizontal and the
mercury evenly distributed. At this point precessionofthe northend toward the west ceases. The south end
continues to rise, however, because it is still east of the meridian, and at lengththe mercury inthe northside of
the tube overbalances that inthe south side. Precession, therefore, is reversed, and the northend returns
toward the meridian, declining more and more as the south end continues to rise. This oscillationofthe gyro
about the meridianmay be clearly understood byreferringto Figure 12a which shows the movements ofthe
gyro axle projected onto a vertical plane. The ellipse inFigure 12a is the result of a displacement ofthe gyro
axle of only a few degrees fromthe meridian. Ifthe gyro axle were pointingeast and west at the beginning of
the cycle, as showninFigure 11a, precessionwould take place through 180 degrees ineachdirection, and at
one extreme the northend ofthe gyro axle would point east, at the other, west. Inany case the gyro never
comes to rest, as there is no force tending to restore its axle to a horizontal positionuntil after it has passed the
meridian.
29. The ratio ofthe movement about the horizontal axis (caused by "apparent rotation") to the precessional
movement about the vertical axis (caused by the flow ofmercury) determines the shape ofthe ellipse. Ifthe
free surface ofthe mercury inthe
9a
containers is increased so that more mercury canbe
transferred, the rate ofprecessionwill increase and
therefore the ellipse will be flatter. Ifthe mercury effect
is decreased, the rate ofprecessionwill diminish to a
point where the ellipse would, theoretically, be almost
circular.
FIGURE 12a
Diagramshowing the movement of a mercury-
controlled gyro wheel when set with its axle pointing
east ofnorth.
30. Inthe precedingparagraphs we have explained
the behavior of a gyro under the simplest fonnof
mercury control, the mercury beingattached directly
to the ring, frame or casingwhich supports the gyro.
Withsuch an arrangement the mercury canact only
about the horizontal axis, and therefore the gyro will
precess only about the vertical axis. Anadditional
pressure is required about the vertical axis inorder to
generate precessionabout the horizontal axis which
will counteract the natural tendency ofthe gyro axle to
tilt. The manner inwhichthis is accomplished will be
shown inthe followingparagraphs.
3 1. It will be necessary
first,
however, to explainthe
basic elements of anactual gyro-compass. As shown
inFigure 13a the rotor is contained ina case (1) and
the case is supported onhorizontal bearings ina
vertical ring(2). The rotor-case and the vertical ring
are free to turn about the vertical suspensionaxis (3).
Although the gyro-compass, as showninFigure 13a,
necessarily differs inits details of constructionfromthe
model gyros showninsome ofthe previous
illustrations, it has the same angular freedomabout its
spinning, horizontal, and vertical axes, and exhibits
exactly the same characteristics.
32. Figure 13a shows the additionof anouter frame
(4) called the phantom, which is drivenby anelectrical
follow-up systemso that it follows every movement of
the gyro about the vertical axis. By supporting the
mercury tube or ballistic (5) inbearings inthe phantom
ringwe canobtaina controlling action about the
vertical axis ofthe gyro so as to arrest its oscillations
and cause it to align itselfwiththe meridian.
FIGURE 13a
Elements ofthe Gyro-Compass Inorder to obtaina
more symmetrical construction, the mercury ballistic
consists oftwo sets of containers and tubes, instead of
the single pair of containers shown inpreceding
illustrations.
10a
33. This is accomplished by connectingthe mercury ballistic to the gyro case at a point (6) slightly to the
east of the vertical centerline. Withthis arrangement the major effect ofthe mercury still acts about the
horizontal axis and causes the gyro to precess toward the meridianas before; but there is nowanadditional
effect about the vertical axis which causes the gyro to precess about the horizontal axis, introducinga tilt ofthe
gyro counter to the natural tilt resultingfrom"apparent rotation". Therefore the end ofthe axle will follow a
spiral pathas showninthe polar diagram, Figure 14a. The reductionofthe oscillationwhich is producedbythe
action ofthe mercury ballistic about the vertical axis is called "Damping". Si careful consideration ofthe action
ofthe mercury ballistic will make it apparent that the only positionofrest whichthe gyro can find at the
equator will be with its axle horizontal and inthe meridian. Inother words, we have obtained a true, meridian-
seeking Gyro-Compass.
34. A number of other factors must be considered,
however, before we canobtaina gyro-compass which
will flinction accurately and reliably, at various latitudes
ona rolling, pitchingvessel movingover the earth's
surface at considerable speed.
FIGURE 14a
Action of the gyro axis when the mercuryballistic is
connected to its casing through aneccentric pivot.
35. We have seen that the actionofthe mercury ballistic about boththe horizontal and vertical axes is made
possible by the use ofthe phantomelement. Tlfis element serves another important purpose; it provides a
means of suspendingthe gyro so that it is practically free fromfriction about its vertical axis. The gyro is
supported fromthe top ofthe phantomby steel wires and the phantomis kept inexact alignment with the gyro
bymeans of an electrical follow-up system. The compass card is a part ofthe phantomelement, the whole of
which is supported onball bearings fromthe mainsupporting frame or "spider". Thus, withthe exception of the
eccentric connectionbetweenthe mercuryballistic and the gyro case and the upper and lower guide bearings,
which are practically frictionless, there is no physical contact which canresult inany friction betweenthe
sensitive gyro element and the compass card or other external parts.
36. Ifthe compass were to be used onshore, it would be feasible to control the gyro simply by suspending a
weight fromthe phantom, like a pendulum, and connectingthe weight to the eccentric pivot onthe bottomof
the rotor case. This would be impractical onboard ship, however, where a compass is subjected to rolling
movements inan inter-cardinal plane (northeast to southwest, or northwest to southeast). Inter-cardinal rolling
causes a compass to swing inits gimbals, with the result that the pendulumwould be subjected to acceleration
forces whichwould cause a continuous torque about the vertical axis ofthe compass.
11a
37. One way of avoidingthis effect would be to stabilize the compass gyroscopically and so prevent it from
swinging. Inthe Sperry compass, however, the complicationof stabilizing gyros is avoided bythe use ofthe
mercury ballistic, which controls the gyro as we have already explained. The mercury ballistic is non-
pendulous: its weight is distributed equally above and belowthe gyro axle so that it is neither top-heavy nor
bottom-heavy. Therefore, no accelerationforces are generated and no torque about the vertical axis of the
compass is introduced by the swinging ofthe compass inits gimbals.
38. Under slow rates of inclinationsuch as those
producedbythe earth's rotation, the actionofthe
mercury ballistic is equivalent to that of anordinary
pendulum, but opposite indirection. Under rapidrates
DAMPINGFACTOR
ofmovement, however, the small bore ofthe mercury
tubes prevents the mercury fromsurgingback and
forth and introducingerrors inthe compass.
FIGURE 15a
Gyro-Compass damping curve as charted bya course
recorder operated fromthe master compass. A shows
settling characteristics when compass is set 30
degrees away fromthe meridian. Bshows undamped
oscillations.
Chart is read frombottomup.
39. The extent ofthe damping actionis governed by
the displacement ofthe mercuryballistic connecting
link fromthe centerline. Commercial compasses are
given a damping factor of 66%, i.e., the eccentricity of
the connecting link is suchthat each swing ofthe gyro
axle fromthe meridianis one-third ofthe preceding
swing, the amplitude beingreducedby 66%at each
oscillation. Ifthe compass is started 30 degrees east of
the meridian, the first swing will carry the compass to
10 degrees west, the returnswing to 3-1/3 degrees
east, then 1-1/9 degrees west, and so on, until it
comes to rest. Figure 15a shows graphically the
damping characteristics ofthe gyro-compass.
PERIODOF OSCILLATION
40. The natural period ofthe compass, i.e., the time it takes to performa complete oscillation (fromA to Bin
Figure 14a) is 85 minutes. The period of oscillationis governed by two factors:
(1) The angular momentumof the gyro (the product ofweight, speed and square ofradius of
gyration) and
(2) The torque about the horizontal axis supplied bythe action ofthe mercuryballistic. (This, in
turn, is governed bythe free surface of the mercury inthe containers and the distance of the
containers fromthe horizontal axis.)
12a
41. Ifthe weight or the speed ofthe gyro is increased, the period of oscillationwill be longer. Ifthe free surface
ofthe mercury is increased, the period of oscillationwill be shorter.
42. As is explained under the heading Ship's Speed and Course the effect of the ship's speed and course when
superimposed onthe earth's speed and directionof travel is such as to cause the compass to settle ona new
apparent meridianwhich is not coincident withthe true meridian. The compass must have an 85 minute period
so that duringany given change inspeed and course the compass will be oriented to its newapparent meridian
duringthe length oftime required to change to the new speed and course.
COMPENSATINGWEIGHTS
43. Unsymmetrical distributionofweight is another potential source of disturbance, whenthe compass is
swinging, which must be neutralized. When the unsymmetrical weight shown in Figure 16a is swung inthe plane
A-B, centrifugal stresses act uponit insuch a way as to cause all of its particles to place themselves as lar as
possible fromthe axis of swing. This causes a tendency to turn, as indicated bythe arrows. The same effect
maybe observed when a watch is swungback and forthonits chainthrough a small arc. Inthe gyro-compass
this effect is avoided bythe use of compensatingweights whichpermit of a symmetrical distributionof weight
about the vertical axis.
44. The foregoing explanationapplies particularly to a
compass at the equator and ina vessel which is not
under way. At points other thanthe equator and on
board ships which are movingover the surface ofthe
earth, certain factors are introducedwhich would
result inerrors ifthey were not compensated or
corrected inthe design ofthe compass.
LATITUDECORRECTION
45. The latitude correctionis necessary because ofthe
eccentric connectionemployed to damp the
oscillations ofthe compass. The correctionis made by
means of a latitude adjustment scale, no special
knowledge ofthe problembeingrequired inorder to
make the correction. A complete explanationofthe
reasons for the latitude error, however, will be
welcomed bythe student because it involves a general
discussion of compass behavior and will give the
student anopportunity to find out some ofthe whys
and wherefores that might otherwise escape attention.
46. At the equator, where only the horizontal component ofthe earth's rotationaffects the gyro, the axle of the
compass is horizontal and parallel to the earth's axis. At the equator, therefore, as soonas the compass has
settled onthe meridian, the ballistic will he at rest and the compass maybe considered as a true gyroscope.
13a
47. Ifwe move the compass to a point to the northor south ofthe equator, however, it will be affected bythe
vertical as well as the horizontal component ofthe earth's rotation. At a point northofthe equator, for instance,
the northend of the gyro axle tends to turntoward the east and rise, as the earthrotates out frombeneathit.
This was illustrated inFigure 9a. It is apparent that the northend ofthe gyro axle must be precessed
continuously ina westerly directiontoward the meridianas last as it is beingdisplaced bythe vertical
component ofthe earth's rotation. The force necessary to do this is obtained automatically bythe simultaneous
tilt ofthe mercuryballistic whichpermits anaccumulation ofmercury inthe lower or south containers so as to
precess the axle continuously toward the meridian.
48. Ifit were not for the offset connectionofthe mercury ballistic, the gyro axle would eventually settle,
theoretically, exactly onthe meridian, withthe end away fromthe equator tilted upjust enough so that there
would be sufficient excess mercury inthe containers toward the equator to precess the gyro toward the
meridianat the same rate as it is beingcarried away bythe vertical component ofthe earth's rotation.
49. Inorder to damp the oscillation, however, the mercury ballistic connectionis offset to the east ofthe
FIGUREI6a
Effect ofunsymmetrical distributionofweight.
centerline ofthe compass. This produces a counterclockwise torque about the vertical axis, causingthe north
end of the axle to precess continuously down. The axle, therefore, settles to the east ofthe meridian(innorth
latitudes) at a point where the downward precessionof the axle due to torque about the vertical axis is exactly
balanced bythe horizontal component of the earth's rotationtending to tilt the northend up.
50. As we move the compass further north, the northend ofthe gyro axle turns to the east faster and rises
faster, and for this reasonthe compass must be precessed faster toward the meridian. The downward pressure
onthe south end ofthe axle is correspondingly greater, the torque about the vertical axis is greater, the north-
end precesses downfaster, and the gyro consequently settles further to the east.
51. South of the equator the effect ofthe earth's rotationonthe gyro isjust the opposite: here the south end of
the axle tends to rise and turnto the east; the excess mercury is inthe northcontainers, precessingthe north
end to the east toward the meridian. Torque about the vertical axis is reversed so that the south end is being
precessed down at the same rate as the horizontal component ofthe earth's rotationis tilting it up. Therefore
the northend ofthe axle lies slightly to the west ofthe meridian.
52. The small angle at which the gyro axle settles fromthe meridianvaries withthe latitude, and for this reason
a correction must be introduced whichwill compensate for this natural error at any latitude where the compass
may be expected to be used.
53. Fromzero at the equator, this error increases to 2.9 degrees at 60 degrees northor south latitude; it is
easterly innorthlatitudes and westerly insouth latitudes.
54. No attempt is made inthe gyro-compass to compel the axle to seek a restingplace at variance with its
natural settlingpositioa Instead, a latitude adjustment is provided whichmoves the lubber-ringthe necessary
amount to cause the compass indicationto be true. Since the transmitter is mounted onthe lubber-ringa
correctional movement applied to the lubber-ringalso transmits the corrected readingto all repeater
compasses.
14a
This is the 'Latitude Correction", and is made
independently ofthe speed and course correction
described-below.
SHIP'S SPEED AND COURSE
Diagramillustratingthe effect of ship's speed and
latitude onthe gyro-compass.
FIGURE 17a
55. It has beenshownthat the relatively slow angular
movement ofthe earth's rotation(only one revolution
in24 hours) provides the motive force for the north-
seekingprocessional movement ofthe compass.
However, when a vessel is traveling over the earth's
surface, and therefore about the earth's center, the
vessel's movement is compounded withthat ofthe
earth. Ifthe directionof travel is east or west, the
vessel's motiononly adds to or subtracts fromthe
earth's motion, and the effect onthe indicationofthe
compass is negligible.
56. Whenthe vessel is travelingnorthor south,
however, the effect is a maximumbecause the ship's
speed produces a resultant which is not parallel to the
plane ofthe earth's rotation. The effect 011compass
indicationis proportional to the ship's speed and
course and is explained as follows:
57. InFigure 17a (Case l)the line AB represents the movement of a vessel steaming due northfor a given
period oftime. Line AC represents the movement of the earth inthe same period of time. The actual path
takenby the vessel relative to the earth's rotationis AD. AC is the nonual plane ofrotation. AD is the actual
plane ofrotationdue to combined movement of earth and ship. Therefore, as far as the gyro-compass is
concerned, a newmeridianEF is producedwhich is at right angles to the line AD. At higher latitudes the
movement ofthe earthis relatively smaller, the new, apparent meridianis displaced farther fromthe actual
meridian, and a larger correctionis required. Thus the amount ofthe correctionis dependent uponthe latitude
ofthe ship (Case 2 ofFigure 17a).
58. The displacement ofthe gyro axle is to the west for northerly courses and to the east 'or southerly courses,
and the angular difference betweenthe actual meridianand this new apparent meridiandepends upon:
(1) The ship's speed
(2) The ship's course, as it is only the northerly or southerly components ofthe course which are to
be taken into account, and
(3) The latitude, as the higher the latitude the smaller the earth's surface speed and therefore the
greater the effect ofthe ship's speed.
15a
59. The compass is provided with a corrector mechanismwhich automatically applies the correction due to
course and speed at any givenlatitude by movingthe lubber line the required amount to compensate for this
error. The compass indicates the ship's true headingonall courses, and no corrections have to be applied by
reference to tables.
16a
INDEX
Page Page
Adjustments
14
Maintenance 13
Alarm
11
Mercuryballistic 3, 13, 15, 7a
Amplifier 8 Meridian, setting on
10
Apparent rotation 6a Motor-generator 21
Auxiliary latitude corrector
11
Oiling 20
Azimuthmotor
15
Operatingprinciples of gvro-compass 6a
Binnacle 5 Operation 9
Cleaning
18
Oscillation, period of 1la
Compensatingweights
12a
Parts lists 22
Control element 3, 13,
15
Pendulumeffect 2
Cosine cam 4 Phantomelement 2
Dampingfactor 1la Pitchdamper 16
Definitions and principles ofthe gyroscope
la
Precession 3a
Equipment, components
I
Precession, reasonfor 5a
Follow-up system 8 Repeater compass circuit 7
Gyro-drive system 6 Roll damper 16
Gyroscope principles
la
Sensitive element
1
Illustrations, list
IV
Service stations II,
HI
Latitude correction
12a
Settingcompass onmeridian 10
Lubber line plate
16
Ship's speed and course 14a
Speed and lat.
con-,
mechanism 4, 5,
H
Spider element 4
Starting compass 9
Stopping compass
11
Transmission system 6
Transmitter 18, 20
CONTROL PANEL
CARBON PILE REGULATOR
AND
ALARM UNIT
FOR USE WITH
GYRO-COMPASS
EQUIPMENT
II5 VOLT
INSTRUCTIONSNO. 17-CP-642639 B
JANUARY 1942
NOTE: THIS BOOK APPLIES TO PANELS BEARINGSERIALNOS.
1207 THROUGH 1281, 1402 THROUGH 15C1, .1902 THROUGH
2001, 2302 THROUGH2401, 3322 THROUGH4346, ALSO 4347
THROUGH4846, ALSO 4847 THROUGH5463 AND 5544
THROUGH5806,
SPERRY GYROSCOPECOMPANY, INC. MANHATTANBRIDGEPLAZA, BROOKLYN, NEW
YORK
MK.XIV
l
INTRODUCTION
1. The Gyro-Compass uses bothdirect and alternating current. The direct current, which is supplied to the
compass at 70 volts, is knownas the service supply and is used to operate the motor end of a motor-generator
set, the compass repeater and part ofthe amplifier circuit. This current is obtained fromthe ship's supply and is
reducedto 70 volts as described inthis text.
2. The alternating current is used to operate the compass rotor. It is supplied at 50 volts, 3 phase and 210
cycles by the generator end of the motor-generator set.
3. This book treats of (I) the control panel which is used to control these D-C and A-C supplies, (II) the
regulator or resistor for reducingthe ship's supply voltage, and (III) the alarmunit which is used to warnthe
ship's personnel of an interruptionofthe ship's supply.
CONTENTS
SectionPage
DESCRIPTION
I
CONTROL PANEL 2
VOLTAGE REDUCTION DEVICE 4
CARBONPILEREGULATOR 4
ALARMUNIT 5
OPERATION
II
GYRO-COMPASS 7
To Start Gyro-Compass 7
IfAlarm Sounds DuringNormal Compass Operation 8
To Stop Compass 8
MAINTENANCE
III
CarbonPile Adjustment 9
PARTS LIST
IV 13
ILLUSTRATIONS
Figure Page
Control panel 1 3
Control panel, view inside box 2 3
Carbonpile wiring diagram 3 4
Alami unit 4 6
Schematic wiring diagram, Gyro-Compass equipment 5 11
Wiring diagram 6 12
2
SECTIONI
-
DESCRIPTION
-
CONTROL PANEL
1. The Control Panel provides electrical control for the Master Gyro-Compass, the motor-generator and the
repeater compasses, and indicates through a D-Cvoltmeter the regulated voltage to the Gyro-Compass
Equipment.
2. Inthe following paragraphs the units which appear onthe panel front, and inside the panel box, are
described inthis order.
PANELFRONT
3. The followingunits appear onthe front of the panel. See Fig. 1.
a) Voltmeter (range 0-100), for indicatingthe D-Cvoltage supplies to the repeaters, the alarm
unit, and the motor end ofthe motor-generator.
b) Circuit breaker, for connecting the ship's D-C supply to the unitsjust mentioned. The circuit
breaker plunger is pulled out to connect the ship's supply.
c) Push-button, located inthe upper right comer ofthe panel, used to shut downthe equipment. Its
function is to disconnect the circuit breaker coil, thereby releasingthe contacts and disconnecting
the ship's supply.
d) Repeater snitch, locatedbelowthe voltmeter inthe middle ofthe panel, used for connectingthe
repeater compasses to the transmitter onthe Master Compass.
e) Fuses, plugtype. There are 3 fuses, 2 inthe ship's supply circuit and 1inthe repeater switch
circuit.
PANELBOX
4. Inadditionto the items mentioned above, which, of course, protmde throughthe rear ofthe panel, the
following items are located inside the panel box:
a) Motor field resistor, located inthe middle ofthe box, connected inseries withthe motor field. It
is used to control the compass rotor speed, byvarying the speed of the alternator. Shortingout
steps ofthe resistor with ajumper DECREASES the compass speed. The normal speed ofthe
motor-generator is 2100 r.p.m
b) Alternator field resistor, mounted onthe same frame with the motor field resistor, connected in
series with the alternator field for controlling the A-C voltage to the compass rotor.
VOLTAGE REDUCTIONDEVICE
5. The ship's D-C supply is stepped downfromnormal of about 115 volts to 70 volts for the D-C service
supply. This supply, however, must be constant within5 volts inorder to obtain satisfactory operationofthe
compass. Therefore, 3 devices for obtaining a proper service supply are available, the device selected
depending onthe voltage
3
FIGURE 1
CONTROL PANEL
CIRCUIT
BREAKER
WHEIV START
ING KEEP
PLUNGER PUL
EO OUT UNTIL
MOTOR-GENER
ATQR SPEEDS
UP
PUSH BUTTON
TO SHUT DOWN
COMPASS
voltmeter
FOR INDICAT
ING O-C SUP
PLY TO COM
PASS EQUIP
MENT
SHIP'S SUPPL
PUSES
REPEATER
SWITCH
REPEATER
CIRCUIT FUSE
SERVICE VOLTMETER CIRCUIT
BREAKER
PUSH BUTTON- alternator field
RESISTOR
motor FtELO
RESISTOR
REPEATE# MOTOR
TERMINAL BLOCKS
REPEATOR SWITCH
FIGURE2
CONTROL PANEL, VIEW INSIDEBOX
4
and regulationofthe ship's supply. The devices are:
a) Series resistor, usedwhen the ship's supply is regulated to 115 volts or is constant (within- 15
volts) at any voltage between 100 and 125 volts. The resistor, Sperry part #116733, has a total
resistance of 7.4 ohms and is providedwith taps for adjustingthe service voltage to 70 volts. Ifthe
resistor is used, it should be connected betweenterminals R9 and RO onthe control panel terminal
block.
b) Carbonpile regulator, used to provide a 70 volt output when the ship's supply voltage varies
between90 and 130 volts. Ifthe regulator is used, its terminals 1, 2 and 3 should be connected to
terminals CP1, CP2, and CP3-4 respectively onthe control panel terminal block. Also ajumper
must be connected betweenterminals 3 and 4 onthe regulator. The regulator, described below, is
the voltage reductiondevice most frequently used.
c) Carbonpile regulator and a resistor - Ifthe ship's supply varies between90 and 150 volts, it
will be necessaiy to connect a 2 ohmresistor (Sperry part #129367) inseries withthe carbonpile.
This may be done byremovingthe jumper betweenterminals 3 and 4 onthe regulator and
connecting the 2 ohmresistor betweenthese terminals.
6. The voltage reductiondevice should be mounted near the control panel and connected to it bypassingthe
cable through anentrance hole inthe panel box.
CARBONPILEREGULATOR
7. The regulator comprises a voltage coil which operates anannto vary the pressure ontwo piles of carbon
discs. The resistance of these discs to a flow of electricity varies inversely as the pressure onthem, hence the
pressure annis arranged so that a spring exerts the pressure and the voltage coil acts against the spring to
lessenthe pressure. The coil is connected across the regulated supply and the carbonpiles are connected in
series withthe line, as showninFig. 3. One cycle of operation of the regulator would be as follows: (1) the D-
C supply voltage increases, thereby raisingthe voltage across the coil, (2) the coil attracts the pressure ann
against its spring, lesseningthe pressure onthe carbonpiles, (3) the resistance ofthe carbonpiles increases,
and (4) this increases the resistance inthe supply line and the load voltage drops.
LINL

*
Pll.CS
VOLlibL
COIL
LDfly
8. A dashpot damper is connected to the pressure arm
to prevent any tendency to hunt when the changes of
voltage are rapid. A resistance is connected inseries
with the coil to reduce the coil voltage to a safe heating
value and also to limit the flux density inthe magnetic
circuit as required for good voltage regulation.
WvjVVV
SERIES
RESISTANCE
FIGURE3
CARBONPILEWIRINGDIAGRAM
5
ALARM UNIT
9. Since the compass equipment is dependent onthe ship's supply and its accuracy maybe seriously affected
by a failure or aninterruptionof the current, it is essential that adequate warning be given incase the supply
does fail, so that steps may be takento remedy the difficulty at once. For this reasonan alarmunit, arranged to
sound analarminthe wheelhouse incase the 70 volt D-C supply is interrupted, is supplied withthe equipment.
10. The alarmunit (Fig. 4) comprises a weatherproof case containing a voltage relay, a buzzer, a set of diy
cells which supply current for operatingthe buzzer, and a toggle switchmounted onthe front ofthe case. The
relay is connected across the 70 volt repeater supply, preferably at die bridge. Whenthe compass supply is
normal, the relay armature is held inplace bythe energized magnet coil. The circuit to the buzzer is controlled
bythe toggle switchwhich ordinarily is turned so as to silence the alarm.
11. Failure or reductionofthe compass supply voltage causes the relay armature to drop, closingthe buzzer
circuit and soundingthe alarmuntil the switchis turned OFF to silence it. To prevent the switch frombeingleft
inthe OFF positionwhen the supply lias beenrestored and die relay armature returned to its normal operating
position, the circuit is so arranged that the buzzer is again sounded when the armature is inthe normal position.
The switchis then bimed ONwhich silences the buzzer during normal operation.
6
toggle
Switch
s. P 0. T.
3 DRY CELLS
]
1/2 V,
FIGURE4
ALARMUNIT, COVERTURNED OVER
BUZZES
RELAY
7
SECTIONII
-
OPERATION
-
TO START GYRO-COMPASS
12. Set Master Compass and repeater compasses approximately to true headingof ship. NOTE: TurnMaster
Compass by graspingboththe vertical and phantomrings.
13. Pull out circuit breaker plunger to start motor-generator and compass. Holdplunger out byhand until
motor-generator speeds up (inabout 5 seconds). Ifnecessary, rock Compass rotor case, inplane of rotor,
until it starts.
14. When starting alongside a dock, wait until rotor is up to speed (inapproximately 10 minutes), then turn on
follow-up switch onamplifier panel. (Whenstartingup at sea, release the rotor case and vertical ringlocking
latches immediately and steady the rotor case byhand until rotor is up to speed.)
15. Wait one minute for rectifier tube filaments to heat up.
16. Release rotor case and vertical ringlockinglatches.
17. TurnONazimuth motor switch at amplifier paneL
18. TurnON all repeater switches.
19. Turn switchat alarmunit so as to silence alarm.
20. Reset Compass onship's headingbypressingdownonone or the other ofthe rotor case bearinghousings,
and ifnecessary, level the rotor bypressingagainst the vertical ring. Check repeaters, and synchronize if
necessary.
IFALARM SOUNDS DURINGNORMALCOMPASS OPERATION
21. A momentary failure of the supply current will cause buzzer to sound until the supply is restored, and in
such case the accuracy ofthe compass will not be affected. It is well, however, to check repeaters withMaster
Compass after any momentary Mure of the supply.
22. Ifalarmcontinues to sound, the current failure evidently is more thantemporary. Turn switchOFF to
silence buzzer. Examine control panel immediately. The circuit breaker is adjusted to openapproximately 5
seconds after ship's supply fails. If onexamination, the circuit breaker is found open, repeat instructions for
starting compass at sea. Check Master Compass and repeaters.
23. Ifmotor-generator fails to start when circuit breaker is closed, steps should be taken immediately to locate
cause oftrouble. Lock Master Compass rotor case upright, with lockingdevice ifnecessary, and when the
trouble has beenlocated and remedied, start Master Compass accordingto directions for starting compass at
sea.
8
TO STOP COMPASS
24. TurnOFF repeater switches.
25. Turnalarmswitchto silence buzzer.
26. TurnOFF azimuthmotor switch.
27. Turn OFF follow-up switch.
28. Depress pushbuttononcontrol panel until circuit breaker snaps open, whence the voltmeter will go down
to O.
29. Ifstopping compass at sea, steady rotor byhand until it stops, then lock it with lockinglatches. Ifstopping
at dock, there is no need of supporting rotor byhand; it may be locked immediately.
30. Inspect equipment and clean same, ifconvenient. The equipment canbest be cleaned while it is still warm
9
SECTIONIII
-
MAINTENANCE
-
3 1. Keep panel cleanand free fromoil and grease.
32. Keep circuit breaker contacts cleanand bright.
33. Test alarmunit every week by turning alarmswitchOFF while compass is operating. Ifalarmdoes not
sound, check alarmbattery. Average life ofthese dry-cells is 3 to 4 months.
34. Keep 20-ampere fiises inship's supply fuse sockets.
35. Keep proper size fuse inrepeater circuit fuse socket.
36. CARBONPILEADJUSTMENTS.- The carbonpile regulator (used insome installations to keep the 70
volt D-C supply constant) is a simple and rugged piece of apparatus and is carefully tested and adjusted before
shipment. Adjustment ofthe voltage setting, as described inthe following, may occasionally be necessary, but
otherwise very little attention should be required.
37. Ifregulator does not functionproperly, carefully check all connections to be sure they are complete and
tight. Ifvoltage remains too high, probably the regulator coil circuit is open. This canbe checked byholdinga
wrench or apiece of ironclose to the magnet. Ifthere is no strongpull, the circuit is openor partly so.
38. The following adjustments should not be attempted until all other possible causes oftrouble have been
eliminated.
39. VOLTAGE ADJUSTMENT - The voltage whichthe regulator will hold canbe changed ONLYby
changing the positionofthe 1/4"nuts onstud to which spring is attached, and whichprotrude throughbracket
at left side ofregulator. One ofthese nuts is used merely as a locknut. To raise voltage, the nuts should be
screwed farther up onstud, while to reduce voltage they should be screwed farther out. When settingvoltage
which regulator is to hold, be sure regulator has reachedits normal operating temperature and that
supply voltage is approximately normal Whencoil is cold, it tends to regulate to a value lower thannormal.
40. CARBONPRESSUREADJUSTMENT - Ifthe regulated voltage changes with heavy loads and the fault
is not inthe connections or the generator, or due to sub-normal operating temperature, the difficulty may be
due to lack ofpressure oncarbons. This canbe corrected bymeans of large knurlednut at left side of carbon
pile. To adjust pressure oncarbons, have no current onmagnet, pull downonarmature and screw up on
knurled nut until spring ami willjust barely go back against its stop when armature is released. Then loosen
adjustingnut 1/2 turnwhichwill allow armto go back freely against its stop. NEVERtry to change voltage
setting by adjusting this knurlednut, as this will only result inreducingrange ofregulator.
41. DASHPOTADJUSTMENT - The dashpot is ofthe inverted air type, with a graphite
10
plunger and anair vent adjustment. This vent should be adjusted so as to overcome any tendency to hunt when
load is light, or during starting. Care should be taken not to close up vent too much as this will reduce regulator
sensitivity. The dashpot is constant inactionregardless oftemperature changes and its constructionis suchthat
it will not become clogged with dust.
42. REPLACEMENT OF CARBONS - Brokenor damaged carbons may be readily replacedbyremoving
one of the porcelain guide rods ofthe stacks. Care should be takennot to add or omit any carbonplates.
11
SHIP'S SUPPLY IISVd-c-
peSJSTfiNCEL"Li67
Efiocs 5mfs
supeur
01 no-Giv to
Tqv d-c output
r'2.0b.
e*H PIE HElSULATfS
SUTVg
SoPPLt OF 90 TO IS| TO 70V OUTPUT
j :;i
i
b"

.* w
i
a* la
9, S
:
CIRCUIT BREAKER
CfiRBON RLE
5
REGULATOR
TO BE UStP FOfi 1
cl,UCTU4c
SUPPLY
T4g23
S
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Js
mt \
70Vp C"
.
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*
-
COMPASS
MOTCFc
STATCR
THMJEMITTtF LQADNG
jtaewSfti
p
-i7AAA-4cS
rUCMI IFFf -Tff iHg
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REPEATER SWITCH-
FfEPEATER TERMINAL BLOCK

DIMMER
RESISTANCE-
,i
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VvW-
C 000 0
BUZZER- BATTERY
lu tr
SWITCH
-HI SFK HIT -suftLl AlAWS BE
upt \ECT to to fiftlOW
BEPF4TEF IT-iLH Ar PHHtL M ATr-Jt BO*
V * Jll
FIGURE5
SCHEMATIC WIRINGDIAGRAM: GYRO-COMPASS
EQUIPMENT
NOTEUNITS AND
CONNECTIONS NOTBOXEDINARE ONCONTROL PANEL
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12
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FIGURE6
GYRO-COMPASS MKXIV, MOD. I
WIRINGDIAGRAM#75454
13
SECTIONIV
COMPASS CONTROL PANELASS'D. #642639-L
Panel front panel.
Symbol Part No. Description
No. Number Req'd.
1 144850 1 Fuse, 5 Amp.
2 163337 2 Fuse, 20 Amp.
3 144854 1 Switch, 5 P.S.T. Rotary
4 74949 1 SwitchAss'd., Clapper
5 144879 1 Knob Ass'd., Clapper Switch
6 154886 1 Voltmeter (0-100 V. D-C.
7 150268 1 Button, Push
ALARM UNITASS'D. #642640-D
Part No. Description
Number Req'd.
75666 1 Gasket, Front Cover
154681 1 Switch, Toggle
200653 1 Buzzer Ass'd.
114471 1 Spring, Buzzer
200654 3 Battery, DiyCell (1-1/2 Volt
1056 1 Coil Ass'd-, Relay
123960 1 Armature Ass'd., Relay
127885 2 Spring, Relay Armature
123957 2 ScrewAss'd., Relay Contact
4675 1 Unit Ass'd., Resistance (A-350)
CARBONPILEREGULATORASS'D.
#75023-E
Number Req'd.
149579 1 Unit Ass'd., Resis. (36 ohms)
149578 101 Disc, Carbon(1/16" thick)
140949 1 Coil, Regulating(17 ohms)
RIBOHMRESISTORASS'D. #116733-F
Number Req'd.
103345 2 Unit Ass'd., Resis.(D-0.9)
RESISTORASS'D. #129367-6
Number Req'd.
86038 4 Unit Ass'd., Resis. (.5 ohm)
AMPLIFIER PANEL
FOR
GYRO-COMPASS
I
MARK XtV, MOD.
I
INSTRUCTIONSNO.17-AP-642202-D
NOVEMBER 1943
NOTE: THIS BOOKAPPLIES TO PANELS BEARING
SERIALNOs. 5472 THROUGH6010.
SPERRYGYROSCOPE COMPANY, INC., MANHATTANBRIDGEPLAZA, BROOKLYN,
NEWYORK
1
INTRODUCTION
1. As explained inthe compass instructionbook, the phantomelement ofthe compass is kept inalignment with
the sensitive element ofthe compass bymeans of a follow-up system. The Mk. XIV, Mod. 1Compass
employs a thermionic type of follow-up systemwhich is controlled by a separate electrical panel called the
Amplifier PaneL This book describes the follow-up systemand gives instructions for operating the amplifier
paneL
2. The thermionic type of follow-up systemhas several advantages over other types of follow-up systems in
that:
(a) It permits smooth and accurate transmission of the Master Compass readings to the repeater
compasses.
(b) It eliminates any rollingor sliding contact betweenthe sensitive and phantomelements. This
reduces friction about the vertical axis ofthe sensitive element, thus improvingthe accuracy ofthe
compass.
(c) Since there are no rollingor sliding contacts, maintenance requirements are minimized.
3. The follow-up systemtreated inthis book is ofthe "non-hunting" type.
2
AMPLIFIERPANEL
SECTIONI
DESCRIPTION
1. The function ofthe amplifier panel is to control automatically a source of electrical supply to the azimuth
motor onthe compass so that this motor will runinthe proper directionand for the proper lengthof time to
keep the phantomelement inalignment withthe sensitive element. The signal, which causes the motor to
operate is givenby a follow-up transformer mounted onthe phantomelement. The transformer has a primary
coil and two secondary coils, the coils beingmounted onanE-shaped core so that the primary coil is inthe
center and the secondary coils are oneither side of it. Anarmature carried bythe sensitive element completes
the magnetic circuit bybridgingthe gap betweenthe primary coil and the two secondary coils inthe following
manner:
2. Whenthe phantomand sensitive elements are aligned, the follow-up transformer armature passes equal
amounts of magnetic flux through each secondary coiL These fluxes are opposing eachother, hence, no signal
is generated and the azimuth motor does not operate. Whenthe armature is displaced fromthis balanced
positionbya movement ofthe phantomelement away fromthe sensitive element, unequal fluxes pass through
the transformer secondaries, and the difference ofthe unequal voltages thus induced is transmitted to the grid of
the amplifier tube onthe amplifier panel. The amplifier tube intensifies the signal, whichthen serves to control
two grid-controlled, gas-filled rectifier tubes. The output ofthese tubes is fed throughthe armature of the shunt
field azimuth motor, which then drives the phantomelement inazimuth to restore its alignment with the sensitive
element.
3. Hieprimary coil ofthe follow-up transformer onthe phantomelement of the compass is supplied with210
cycle a-c fromphase #9- 10 ofthe gyro supply through a current limitingresistance R1mounted near the top of
the phantomring. The secondaiy coils are tuned for maximumoutput at 210 cycles by .20 mf condensers CI
and C2 mounted onsmall brackets near the top of the phantomring. The secondary coils are connected in
series opposing, so that when their voltages are equal, their combined output is zero.
4. The amplifier maybe divided into two parts for purposes of explanation: (1) the voltage amplifier, consisting
ofvacuumtube VI and its associated components, and (2) the power amplifier, consisting ofthe rectifier tubes
V2 and V3 and the azimuth motor circuit. The voltage amplifier merely serves to amplify the signal fromthe
pick-up transformer to a value suitable for operatingthe power amplifier, which inturn supplies and controls
current to drive the azimuthmotor.
ELECTRICALCIRCUITS
5. As showninfigure 2, the compass signal (showninred) is carried fromterminals A and Bof the follow-up
transformer, through the compass cable, to the amplifier panel where it is fed to the grid and cathode ofthe
type 2A5 vacuumtube VI This tube operates as a linear amplifier and, therefore, delivers to the primary, 5-6,
of transformer T1anamplified reproductionofthe compass signal. This is an alternatingvoltage built up across
5 and 6 as the signal onthe grid ofVI permits more or less current to flow inthe plate circuit.
3
6. The plate supply oftube VI (showninblue) is obtained fromterminal T4 which is positive d-c fromthe
ship's supply. Fromthis terminal the supply passes to K, the screen grid terminal of tube VI, and also through
the primary oftransformer T1 to the plate ofVI, throughVIto its cathode, throughpotentiometer P1 to
terminal T5 which is the negative side ofthe ship's supply.
7. The plate current drawnbyV1 (approximately 10 milliamperes) must pass through P1. A voltage drop is
thus obtained and communicated to the grid ofVI through the resistance R2 and the signal circuit, the amount
of drop dependinguponthe positionofthe sliding contact ofP1. The voltage drop serves to bias the grid of
tube VI to the proper operating point, and negative withrespect to the cathode. Resistance R2 and condenser
C3 serve to filter out any ripple which maybe present inthe drop across the potentiometer P1. Condenser C4
permits amplified signal currents inthe primary of transfomier Ti to returnto the cathode ofVI without passing
through the plate supply circuit. As the currents are the result of aninduced EMF inthe follow-up transformer.
they are, therefore, alternating incharacter and canbe passed throughthe condenser.
8. The filament or heater circuit of tube VI (showninblack) is obtained fromthe secondary coil AS-AF of the
power transformer T2.
9. The power stage employs two grid-controlled, gas-filled, rectifier tubes V2 and V3. These tubes are half-
wave rectifiers and consequently pass current onpositive plate alternations only, and then only when the grids
are sufficiently positive to permit tube operation. By supplying the grids with a bias voltage ofthe same
frequency as the plate supply, the firing of eachrectifier canbe controlled by controllingthe potential onits
respective grid. The potential of eachrectifier grid is controlled by the signal fromthe couplingtransfonner Ti
superimposed onthe bias voltage.
10. The plate circuit oftube V2 (showninblue) starts at tap 276 ofthe power supply transformer T2, passes
to the plate of V2, through V2 to its filament, fromthe filament through the heater winding inthe power
transformer for V2, through the a-c ammeter Mto one side ofthe azimuthmotor armature AZ2, throughthe
armature to one side ofthe azimuthmotor switch S, throughthe switchto the azimuthmotor series resistance
R3, and through the resistance to terminal TS ofthe secondary of the power supply transformer T2.
11. The plate circuit oftube V3 (also shown inblue)starts at terminal TS ofthe secondary of the power supply
transformer T2 and passes to one end of the series resistance R3, throughthe resistance to one side ofthe
azimuthmotor switch S, through the switchto one side ofthe azimuthmotor armature AZ1, throughthe
armature to the a-c ammeter, throughthe ammeter to the plate oftube V3, throughtube V3 to its filament and
fromthe filament through the heater winding for V3 to tap 276 ofthe secondary ofthe power supply
transformer T2.
12. The filament or heater circuits for tubes V2 and V3 (showninblack) are obtained fromthe two secondary
coils MS-MF ofthe power transformer T2. The same conductors are used for the grid returns.
13. The grid circuit oftube V2 (showninred)starts at terminal 8 of the couplingtransformer T1, passes
through the grid resistor R4 to the grid of tube V2, throughthe tube to the filament, fromthe filament through
the filament heater winding for V2 to terminal
4
0C ofthe 10-volt winding 0S-0C-0F onthe power transformer T2. The winding 0S-0C-0F, together withthe
small microfarad condenser C5 and the resistor R7, forma phase-shift bridge. Tire commonterminal of the
condenser and the resistor is connected to terminal 7 onT1. The phase-shift bridge is so connected that a bias
of 5 volts is always applied to the grid ofV2.
14. The grid circuit oftube V3 (also showninred) starts at terminal 4 ofthe couplingtransformer T1,passes
throughthe grid resistor R5 to the grid of tube V3, throughthe tube to the filament, fromthe filament through
the filament heater winding for V3 to terminal NC ofthe 10-volt windingNS-NC-NF onthe power
transformer T2. The winding NS- NC-NF, together withthe small microfarad condenser C6 and the resistor
R8, forma phase-shift bridge. The commonterminal of the condenser and the resistor is connected to terminal
3 onT1. The phase-shift bridge is so connected that a bias of 5 volts is always applied to the grid ofV3.
15. The two secondaries ofthe couplingtransformer T1 are so connected to the grids ofthe rectifier tubes V2
and V3 that when a signal is received fromthe compass follow-up transformer and amplified through the
amplifier tube VI, the signal voltage onthe grid ofV2 is inphase withthe signal voltage onthe grid ofV3. This
signal voltage is superimposed onthe bias voltage of eachrectifier tube, hence the voltage applied to the grid of
eachtube is the resultant ofthe signal and bias voltages.
16. The azimuth motor field (showninblue) is connected as a shunt field through a series resistance R6 of
approximately 170 ohms onthe amplifier panel to the ship's 115-volt d-c supply. One side of this field circuit is
connected directly to the positive side ofthe ship's d-c supply. The other side returns to compass #10 terminal
which is negative and commonto boththe ship's supply and the 210 cycle a-c compass rotor circuit.
17. The signal for tube V3 originates when the transformer armature onthe compass moves upward, as
viewed infigure 2. Hie signal for tube V2 originates when the transformer armature moves downward, as
viewed infigure 2.
OPERATINGCHARACTERISTICS
18. The amplifier is wired to provide non-huntingoperationofthe follow-up system, that is, the azimuthmotor
comes to rest without oscillation as the follow-up transformer is centered.
19. Under normal operationand withthe follow-up transformer centered, the rectifier tubes glow steadily and
the current measured by the ammeter inthe plate circuit will read about 0.4 ampere. The bias voltage onthe
grid of eachrectifier tube causes the tube to pass current continuously. This is accomplished byhavingthe bias
voltage nearly inphase with the plate voltage, so that when the plate is positive the bias voltage will cause the
tube to fire.
20. As the follow-up transformer onthe compass is displaced to one side withrespect to the armature, the
amplified signal voltage fromtransformer T1 is added to the bias voltage oneach rectifier tube, the output of
one rectifier tube is decreased while the output ofthe other is increased. As shown infigure 2 the output
currents fromtubes V2 and V3 pass throughthe azimuth motor armature inopposite directions. The difference
between
5
the two currents provides the torque to turnthe azimuthmotor ina directionto bringthe follow-up transformer
back into alignment with the armature and reduce the signal voltage to zero. Hence, a displacement of the
follow-up transformer to one side causes the azimuthmotor to turninone directionwhile a displacement of the
follow-up transformer to the other side causes the azimuthmotor to turn inthe opposite direction.
SECTIONII
INSTALLATION
21. When installingthe amplifier, it is necessary simply to connect the terminals onthe amplifier panel terminal
block to the correspondingterminals inthe compass and onthe compass control paneL It is important that
terminals T4 and T5 onthe amplifier panel are connected to the ship's supply of 115-volts, d-c. The polarity of
these terminals must also be correct; that is, T4 must be positive and T5 negative.
22. After makingall connections correctly, start the compass rotor and let it come up to frill speed. Close the
"Follow-Up" switchonthe amplifier panel; thenwait approximately one minute for the rectifier tube filaments to
heat up. Instartingup the first time, have someone holdthe azimuth motor armature onthe compass, then close
the "Azimuth Motor" switch onthe amplifier panel. The amplifier should start to function immediately and the
azimuthmotor should turnthe phantomelement into exact alignment with the sensitive element. Ifthe azimuth
motor turnstile phantomout of alignment withthe sensitive element, it will be necessary to reverse the azimuth
motor brushleads betweenthe brushholders and the azimuth motor terminal block so that the motor will runin
the right directionto restore the alignment of the phantomand sensitive elements.
SECTIONIII
OPERATION
STARTING
23. To start the compass proceed as follows:
24. Followthe starting instructions given inthe compass instructionbook and control panel instructionbook
which are supplied withthe equipment.
25. Whenthe compass rotor has come up to speed, close the "Follow-Up" switch. Thenwait for one
minute for the rectifier tube filaments to heat up.
6
26. Close the "AzimuthMotor" switch, first makingsure the rotor case and vertical ringlockinglatches have
beenreleased.
STOPPING
27. Openthe "AzimuthMotor" switch.
28. Openthe "Follow-Up" switch.
29. Shut downthe compass as explained inthe compass and control panel books.
SECTIONIV
MAINTENANCE
ADJUSTMENTS
30. The cuivent through the azimuth motor armature fromthe amplifier is indicated onthe a-c ammeter onthe
amplifier panel and should be approximately 0.4 ampere. At semiannual intervals it maybe necessary to adjust
the sliding contact onthe potentiometer P1bymeans of a small screwdriver inorder to obtainthe best possible
operation. This adjustment should be made only by a service engineer.
3 1. As the rectifier tubes age or after they have beenused several thousand hours, it will be found that the
azimuthmotor current has decreased and may be considerably less than 0.4 ampere. This current canbe
restored to normal by shorting out some of the azimuth motor armature series resistance R3 onthe back ofthe
amplifier paneL
TUBES, MOTOR, ETC.
32. The life ofthe C1A rectifier tubes varies. The tubes may function satisfactorily for a few hundred hours or
for several thousand hours. As a C1A rectifier tube ages, the startingvoltage ofthe tube gradually increases
and it will eventually become so highthat the supply voltage fromthe power transformer will not be enoughto
fire the tube, inwhich case the tube is no longer of any use. Ifone tube inthe amplifier foils, it is probable that
the startingvoltage was too high or the filament burned out. A newrectifier tube then should be put inits place.
Ifthe other tube is very old, it would be advisable to replace bothrectifiers inorder to have the amplifier
function smoothly.
33. It is improbable that the type 2A5 vacuumtube will foil except after a very longtime. This tube is one of
the indirectly heated cathode type, is very rugged, and is beingoperated inthe amplifier at less thanhalfits
rated load.
34. Ifbothrectifiers go out suddenly, look for anopeninthe azimuthmotor armature circuit or anopen
resistance unit, R3, inseries withthe azimuthmotor armature.
7
35. Ifbyholdingthe follow-up transformer armature approximately inthe center and thenbymovingit first to
one side and thenthe other, the signal controls the rectifier tubes, and still the azimuthmotor has no torque at
all, it is very probable that the field circuit to the azimuthmotor is open. There may be anopen field connection
or the resistance R6, inseries withthe motor field and located onthe back of the amplifier panel, may be
burned out.
36. IMPORTANTNOTE. Whenthe non-huntingtype of follow-up, described inthis booklet, is used with
the Mark XIV, Mod. 1 Gyro-Compass, the lost motiondevice onthe compass transmitter must be set for
zero lost motion.
8
FIGUREI
AMPLIFIERPANEL-FRONTAND REARVIEWS FORRATINGSANDDESIGNATIONS OF ITEMS
SHOWNINTHIS FIGURESEEPAGE9.
ELECTRICALRATINGS OFITEMSSHOWN ISFIG. 2
Item Name
CI, C2 *Follow-Up Transformer Secondary Coil Condenser
C3 Filament Bias Filter Condenser
C4 By-Pass Condenser
C5, C6 Phase-Shift Bridge Condenser
R1 *Follow-Up Transformer Primary Coil Series Resistance
R2 2A5 Amplifier Tube Bias Filter Resistor
R3 Azimuth Motor Armature Series Resistors
(146 ohms
R4, R5 Grid Resistor
Azimuth Motor Field Series Resistors R6
R7
R8
T1
T2
PI
VI
Phase-Shift Bridge Resistors (2)
Phase-Shift Bridge Resistors (2)
Rectifier Input Transformer
Power Transformer
2A5 Amplifier Tube Bias Filter Potentiometer
Amplifier Tube (Vacuum)
Rating
.20 MF
2 MF
2 MF
.75 MF
1200 ohms
.05 Meg.
( 25 ohms
(110093
.01Meg.
( 25 ohms
(146 ohms
5000 ohms ea.
5000 ohms ea.
Type 1651
1000 ohms
2A5
Part No.
154848
151442
151442
150648
133324
147371
(151033
151040
(151033
(110093
158132
158132
150974
642645
154695
144132
V2, V3 Rectifier Tubes (Thyratron) CIA 140406
*Follow-Up Transformer - 152076
*
Follow-Up Transformer Primary Coil - 152077
*Follow-Up Transformer Secondary Coil - 152078
M A-C Ammeter (Range 0-1Amp.) - 151029
*
Azimuth Motor Assembly - 642135
*
Azimuth Motor Armature - 91296
*
Azimuth Motor FieldCoil - 91297
Items marked (*) belongto the Gyro-Compass Assembly.
Ofi MASTER cow
pass
/
AZIMUTH motc ff
ON OVRO-COWPA5S
r-JLLCM-UP TRANSFORMER
znt w Kfr
FOLLOW UP
SWITCH TO RDTDH
OF GVRO-
COM'RftSS BlEL
TO COMPASS
CONTROL PANEL
50V.
ZIOSUr-PiY
azimuth Mgigfi1
ARMATURE SERIES
RESISTORS
AZlMUT H-*
MOTOR SWITCH
ISY D :
black io
supply
circuit, filament circuits
RED
-
GRID CIRCUITS
BLUE -PLATE CIRCUITS
TO COMPASS
control panel
frJH Bia
FIGURE2
AMPLIFIER- SCHEMATIC WIRINGDIAGRAM
10
AMPLIFIER PANEL#642202 -AL
No. Number Req'd.
1 642645 1 Transformer Ass'y., Power
2 150974 1 Transformer Ass'y., Rectifier Input
3 151029 1 Ammeter (0-1Amp. A.C.
4 650029 2 Thyratron (CIA
5 144132 1 Tube, Vacuum(2A5
6 154695 1 Potentiometer Ass'y.
7 151442 2 Condenser (2MFD
8 147371 1 Resistor (.05 Megohm
9 151040 2 Resistor (.01 Megohm
10 151033 2 Resistor (A25-T1
11 110093 2 Resistor (B146-T1
12 146405 3 Clamp Ass'y., Tube
13 144954 2 Socket Ass'y. (4 Prong
14 143435 1 Socket Ass'y. (6 Prong
15 151031 2 SwitchAss'y., 2 P.S.T. Toggle
16 158132 4 Resistor (5000 Ohms
17 150648 2 Condenser (0.75 MFD
W
MOTOR GENERATOR
MARK XXXEI, MOO. 1
115 VOLT
INSTRUCTIONSNO. 17-MG-67633-B
AUGUST 1940
SPERRYGYROSCOPE COMPANY, INC. MANHATTANBRIDGEPLAZA, BROOKLYN, NEW
YORK
2
FOREWORD
1. The Motor-Generator is designed for conversionofthe ship's supply of 115-volt D-Cto 50 volt, 3-phase,
210 cycle A-C for drivingthe gyro-wheel ofthe Master Gyro-Compass.
2. The 115-volt ship's supply is reduced through a carbonpile regulator or a series resistor to 70 volts for
drivingthe motor end of the Motor-Generator, and also the repeater systemof the Master Compass.
DESCRIPTION
3. The alternator end ofthe machine consists of aninductor type generator, the stationary windings ofwhich
are a D-C field and a 3-phase A-C winding. The 5 terminals are brought out to a commonterminal block on
the side of the machine. The alternator field winding, and also the motor field winding, are excited fromthe
Control Panel through adjustable resistors.
4. The motor end consists of aninterpole compound-wound
motor. The speed of the motor is controlled byresistors located
onthe back ofthe Control Panel. At the time the Compass is
f/HfiPat
iiML!SkC.
VMinaa
BONO
*X60tfHJWHHH6
,1-PHME 5Tff
installed, these resistors are adjusted to give a Motor-Generator
speed of2100 r.p.munder normal runningconditions. Once
made, this adjustment becomes permanent unless the normal
value of the ship's supply is altered.
5. The armature shaft is mounted onball bearings enclosed in
housings inthe end brackets. The bearings are the deep groove
type, withtheir inner races clamped to the shaft. The bearingat
the generator end is locked inpositionand acts as botha radial
WIRINGDIAGRAM
MOTOR-GENERATORMK. XXXVI,
MOD. 1
and a thrust bearing. The bearingat the motor end floats to allow
sufficient freedomfor expansion. The motor end ofthe shaft is
provided with an oil-thrower to prevent creepage of oil or grease
fromthe bearings to the electrical connections ofthe anuature.
6. The machine is suspended on4 shock-mounts. See outline drawingonpage 4.
OPERATION
7. The machine is operated fromthe Control Panel, by means ofthe circuit breaker. For starting, the circuit
breaker plunger is pulled out and held byhanduntil the Motor-Generator speeds up, when the voltage across
the breaker coil will be sufficient to holdthe plunger and the operator's hand maybe released. Usually the
plunger must be held for about 5 seconds.
8. The machine is stopped simply bypressingthe pushbuttononthe Control Panel. The buttondisconnects the
circuit breaker
coif
thereby allowingthe breaker to open.
9. Inspect the commutator and brushes every week. Ifthe brushes slide freely inthe holders, they will bear
uponthe commutator withthe proper tension. Brushes whichhave worn downmore than 3/8-inchshould be
replaced.
10. Sparking, the chief cause of commutator troubles, may be entirely preventedby:
a. Properly sanding innewbrushes, when substituting for old ones, until the bearing surface ofthe
brushes conforms perfectly to the curved surface ofthe commutator.
b. Never allowingoil or carbondust to collect inthe vicinity ofthe brushholders.
c. Keepingthe ship's supply voltage within 10 volts of the nonnal value.
d. Keepingthe commutator surface free from
oif grease and moisture.
e. Keepingthe slots betweenthe commutator bars free fromdust and grease.
11. A dirty commutator should be cleaned with a piece of soft clothmoistened with carbontetrachloride.
3
MAINTENANCE
Remove all traces of carbon, and polishthe commutator preferably with a fresh piece of cloth moistened with
alcohoL This will remove any excess carbontetrachloride and insure proper dryingofthe insulation. Ifneedbe,
cleanthe brushholders inthe same manner, after removingthe brushes, makingsure that the brushes are
replaced properly and slide freely inthe holders.
12. A rough commutator should be carefully smoothed with a piece of fine sandpaper while the machine is
running. Make sure to remove all copper and carbondust fromthe vicinity ofthe brush-holders after this
operation. Ifnecessary, cleanout the slots betweenthe commutator bars with a sharp piece ofhardwood. DO
NOTUSEEMERYONCOMMUTATOR.
13. The neutral or normal operatingpositionofthe brush-holders is set at the factory and is clearly markedby
a white line across the brush-holder support and the brushring. Ifthe machine is disassembled, care should be
takennot to shift the brushholders fromtheir normal markedposition. However, should the brush-holders be
moved fromtheir proper position, the brushringto whichthe brush-holders are attached should be shifted
back to its markedpositionby looseningthe brush ringclamp screw, movingthe ringinthe required direction
and tightening the screw.
LUBRICATION
14. The ball bearings of the motor-generator are packedwith grease and require only anoccasional additional
applicationof lubricant through the cups providedat eachend of the machine. Keep the cups filled with a good
grade of bearinggrease (suchas is supplied inthe spare part box).
15. The cups should be filled before startingthe equipment, and the handles turned downslightly. It will be
necessary to give themonly about 1turn every monththereafter.
4
PARTS LIST
MOTOR-GENERATOR#67633-P
MK. XXXVI - MOD. 1
(115 V.)
No. Number Req'd.
1 124570 1 Armature Ass'd.
2 124569 1 Stator Ass'd,
3 124567 2 Coil, Interpole Field
4 124568 2 Coil, Field
5 164277 1 Holder Ass'd., Brush
6 124564 1 Block, BrushHolder
7 124565 1 Spring, BrushHolder
8 124346 2 Brush, Commutator
9 200090 2 Bearing, Ball (SKF 6304
10 124563 2 Cup, Grease
11 128455 4 Shim, Armature End Play
12 138250 4 Mounting, Rubber
13 146172 4 Screw
14 40964 8 Washer
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Association.
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Legal
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