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Man'
s first venture in shipbui lding was the Raft
T I IE SPER R Y GYR OS COPE COMPANYGreatLakes Dis lrict
828 GU AR D I AN BU I LD INGCleve land , Ohio
Al ain Eu ropean Office"THE SPER RY GYR OSCOPE COMPANY, L t d , 15 V ic toria Street. London , S . W. l
R E P R E S E N T A T I V E S
San F ranc isco. Cal .
52 DAV IS STR EET
Boston , Al ass .
60 V IR G IN IA STR EET
F rance Sweden "ap an
COMTE A . DeCHAMB UR E F . WEYDMANN GR AHAM B ROS . MI 'I’SUI CO LTD .
37 . R u e Bergen"v 'cm"? 2 S toc k holm Tok yo
Par isMudr ld
Hol land MITSUB ISHI ZOSEN KA ISHA . LTD.
GEOR GES B R EITTMAYER TECHN ISCH B UR EAU V AN LEENT Tokyo20, R u e Taitbou t Nassauknde 17 (For Sh i p S tab i l i z er)
Pat io Hysw yk
l laly
F . P, CAMPER IOV in Bu gu t la 24Mi lan
735
An inflated ox-skin Balsa of earliwt times
THE
SPER RY GYR OSCOPE
COMPANY
Man ufa c tu re r s of
GYR O COMPASSES GYR O SHIP STAB IL IZER S
GUN F IR E CONTROL APPAR ATUS NAV IGATIONAL INSTR UMENTS
NAVAL AND COMMER CIAL SEAR CHL IGHTS
THE S PERRY
The ancien t Egypt ians bu i l t beats ofrushes
Pu tting the Earth to,
’WorkHEN the earth was thrown off from rotat ingabou t its ow n axis, there w as developed a force generated by theearth’s rotation . F or countless centu ries this force has been at work ,bu t no one has ever been able to harness it to serve the pu rposes ofm an . B ut now , throu gh the efforts of Fou cau lt , Hopkins, Sperry ,
and other noted scientists , this force has been p u t towork . I t servesto direct a thou sand ships in the ir cou rses.
Of course , this is not the only force which has been used to gu ideships. Since 1297 AD . m ariners have u sed m agnetic attraction as the force by whichto gu ide their vessels . F or centur ies seafaring m en sailed only in wooden ships, andwere therefore satisfied with the m agnetic com pass. Then cam e steam and steel .Navigation then instead of being a hit or m iss gam e of chance becam e the exact ar t ofdirecting a ship by the shortest possible cou rse i n the qu ickest possible tim e .
Now that ships cost m ill ions of dollars to bu ild and thou sands of dol lars per dayto operate , tim e has becom e the m ost essential elem ent in navigation . The developm ent of ships from the sailing vessel to the ocean greyhou nd has been one of the m arvelsof m odern tim es . B u t the developm ent of the m agnetic com pass has not kept pacewith the developm ent of the ships which rely upon it . Many of the great trans—Atlanticliners are gu ided by practical ly the sam e type of com pass as that which Colum busu sed on the SantaMaria . The com pass on the wooden SantaMaria pointed tom agneticnorth with a fair degree of accuracy , bu t the com pass on the steel greyhounds m u stcontend with m any distractions .
For years m agnetic com pass designers spent their efforts to produ ce compensating devices that wou ld annu l the effects of al l external influences, so that the m agneticcom pass wou ld be free to indicate only the d irection of the earth’s m agnetic l ines .
V ery little has been done to im provethe compass itself—it still dependsupon the attraction of the MagneticNorth Pole . The Sperry Gyro-Com
pass di ll'
ers i n principle from any
other com pass. l t is not m agnetic . I tderives its directive force , not fromm agnetic attraction , bu t from the
earth’s rotation .
There is certainly a crying needfor this new type of com pass . A shipnow -a-days costs mi llions of dollarsand carries cargoes u sually equal invalue to that of the ship . I t has been
The V ikings crossed the A tlant ic in Open ships
estim ated that inaccu racies in ,navigation attending the u se of the m agnetic com pass
cau se a yearlyi'
gl jciSS of ships {ofthe value of $7 No estim ate can possibly bem ade on the v alue ofl ives lost on these ships .
Mill ions year on charts, lighthou ses, buoys, geodetic andhydrographic surveys, and on com pilation of notices to m ariners. Notwithstanding all
of these , ships m ust u ltim ately depend u pon their com passes for their safety and
efficiency of navigation .
Inaccu racies in navigation can be el im inated by the u se of a rel iable com pass. The
Sperry Gyro-Com pass pu ts the earth to work . It u tilizes a force which is as u nvarying as the law of gravity , a force that cannot be interfered with by any other influ ence .
How th e Ear th’s Rota t ion I s U t i l i z ed
Any wheel rotating at a high speed abou t its ow n axis, and free to place itself inany plane , is cal led a Gyroscop e . The Gyroscop e is the instrum ent which u til izes theearth ’s rotation as a force to direct the cou rse of ships.
Suppose you were to place su ch a sm all wheel supported by its axis u pon a largerwheel which also is revolv ing . The rotation of the larger wheel wou ld so influ encethe sm aller wheel that its axis wou ld point in the sam e direction as the ax is of the largerwheel . Why this is the case does not concern u s here . Let it su llice that the largerwheel will cause the sm aller wheel to behave in this m anner . This is i n accordance witha natu ral law . This law operates as u nfailingly as the law which cau ses an u nsupportedbody to fall to the grou nd .
Suppose the larger wheel happens to be the earth , which in reality is a revolv ingwheel . Suppose further , the small wheel is a Sperry Gyro-Com pass. In accordance withthis natu ral law j ust ou tlined the sm aller wheel , or Gyro-Com pass, will point its axis inthe sam e direction as the axis of the ear th , or , in other words , to the tru e or geographicalNorth Pole . This explanation of the principle of gyroscopic motion is necessarily crude .
The principle itsel f has been established beyond any reasonable doubt .I t can be proved by mathem atics tothe satisfaction of the m ost exactingscientist and has been demonstrated ,throughou t the navies of the world ,to practical seam en .
The final resu lt is that w e havea principle which enables us to con
stru ct an instrument which will placeitself in the tru e geographic north andsou th m eridian , and that it respondsto no influence or im pu lse other thanthe earth’s u nvarying rotation .
p u rm a
Gal ley-slaves drove the Triremes ofancient Rome
Non-m Pou—z
F rom 1
Tue Em u Sunnoumoro DY Qcmmm Warn s As It”
Apprmz s To
AN lMAGl NAQY Obsmvmz LOOKING AT h Freon THE. S lDE.
F IGU R E. 2
Tue Sunnou unrn bY QOTATIN0
WHEELS As 11 APPEAR S To AN lMAG l NARYOasmvrp. LoomN o Dm rcrw AT THE
5 0 u TH PO LE
A War-ship , when kn ighthood was in flower
How a Compass is Used
HE purpose of a com pass is to indicate direction . The relativeposition of the North Pole to any point on the earth’s surface iscall ed North . We figu re al l direction from this conception . Thisgeographical North Pole is called the Tru e North . Abou t 800 m ilesfrom this True North Pole is a spot which has a strange m agneticattraction . The needle of the m agnetic com pass, if u ndistu rbed bylocal influ ences , points to this spot , and not to the Tru e North Pole .
This spot is called the Magnetic North Pole . This m ysteriou s attractive spot is not
stationary . It moves abou t from year to year w ithin a wide circle .
Inasm u ch as the navigator m u st refer toTrue North , he m u st determ ine the angle orvariation between Tru e North and Magnetic North as indicated by his m agnetic compass. This determ ination is m ade com paratively easy by u sing charts which express indegrees the difference between Magnetic North and True North for any point on theearth ’s su rface .
Su ch a chart is show n in Figu re 3 . Also on each chart u sed by a navigator for aparticu lar local itythere is m arked a com pass rose in which is recorded the variation forthat exact spot as of a certain date , and in addition the rate at which the var iationchanges annually , F igu re 4 .
Navigation along a coast l ine where sights can be taken on buoys or l ighthou ses issim ple , and is term ed “ piloting . This, of cou rse ,can be done withou t the aid of a com pass.
Upon getting toopen sea the m ariner checkshis position in a sim ilar m anner , by observingthe position of his ship in relation to the positionof the sun , moon or stars . Between observationsthe position of a ship is determ ined by “ deadreckoning . The distance it has traveled fromthe last known position is m easured by the ship ’
s
logand the direction is indicated by the com pass .
V ery often for days at a tim e , owing to weatherconditions, it is im possible to get an observationor sight on a celestial body . Du ring this run thenavigator is dependent entirely u pon the com
pass. The sl ightest error in the com pass, due tovariation or deviation , in su ch circum stanceswill cau se the ship to be m iles ou t of its cou rse ,and the actu al position will be far from the
calcu lated posi tion .
“ax tc r (ku u pasw s
A w ai ting S lu pm v n l
10
THE S PE
Crusaders sai led toPalestine in shi ps l ike this
F igu re 4
The Santa Maria carried Columbus to the new world
The Ideal Compass
YOU were to conceive of a com pass which wou ld be free from all the
troubles and errors found in m ost com passes, which wou ld rel ieveyou of al l the worry and care the present com pass requires, a com
pass which wou ld be accu rate and re l iable , a com pass which wou ldbe the Ideal Com pass u nder all conditions, you wou ld u ndou btedlyconceive Of a com pass that had the following characteristics"
I t m ust point True North .
It m ust free you from the necessity of making calcul ations and corrections.
I t m ust free you from com pensating the com pass for errors.
I t m u st free you from the burden of sw inging the ship , or otherwise taking thedeviation of your com pass.
It m ust not be influenced by inherent m agnetism of the ship .
It m ust not be influenced by any change in the character or disposition of the cargo.
I t m u st not be influenced direc tly or indirectly by any tem perature changes.
It m ust not be influenced by the roll or pitch of the ship .
It m ust not be influenced by any weather conditions .
In the event of failure , or error, i t shou l d give instan t warning .
Com p ar ison of th e Magn e t ic Com p as s w ith th e Sperry Gyro-Com p ass
Let u s com pare the Magnetic Com pass with the Sperry Gyro-Com pass and determ ine which more near ly approaches the Ideal Com pass.
Tr u e Nor th
Th e Magn e t ic Com pa s Th e Spe r ry Gyro-Com passThe Magnetic Com pass does not point to The Spe r ry Gyro-Com pass, which is not a
True North , it points to Magnetic North , Magnetic Com pass, and is not affected byw hich is abou t 800 m iles from the True a m agnetism of any sort, and derives itsNorth Pole . directive force from the earth’s rotation ,
points True Nor th . It does not point to theMagnetic North Pole .
12
A Sh ip of the L ine , the dreadnought of former days
F r e e dom F rom Ch e ck in g De via t ionEach tim e a com pass is com pensated it isnecessary to check the com pensation bycheck ing the deviation on var ious headings.
This m ay be done by the u se Of deflectormagnets . A m ore exact m ethod is to sw ingthe ship in '
a ci rc le w hil e bearings are takenof a known Obj ect on land and the deviationnoted on various headings. The sun is oftentaken as a reference point for this purpose .
I t is never necessary to swing ship or tocorrect the Gyro-Compass for e ither var iation or deviation of any kind . Where a
Gyro-Com pass and a m agnetic com pass are
both used on a ship , the ship m ay be swungto correct the magnetic com pass—the GyroCom pass fu rnishing tr ue headings. The
time requ ired is the rebym aterial ly shortened .
In flu en ce s Du e to Magn e t ism of th e Sh ip.
When a stee l ship is bu i lding a sub
perm anent m agnetism is induced in its keel ,hu ll , and plates . I t causes a com passdev iation classed as
“
sem i-c i rcu lar . Thisdeviation m ust be com pensated for.
As a ship moves through the ear th’sm agnetic fie lds in its varying quantities anddi rections, a tem porary and varying mag
netism is induced in the soft iron of the ship .
The resu ltant deviation is classed as“ qu ad
rantal ,” and m ust be com pensated for .
The Sperry is not a Magnetic Com pass .
Hamm er ing , riveting , and mov ing throughmagnetic fields m ay induce m agnetism in
the ship , but will have no cflect upon theSperry Gyro-Com pass .
The re is no condition of the ship or cargofor which the Gyro-Com pass m ust be cor
rected .
An’
American Cl ipper. highes t type of sail ing ships
In flu e n ce s Du e to CargoChange in the character or disposition of The Sperry Gyro—Com pass is not affecte d
the cargo of the ship causes a change in the by any cargo. A cargo of iron ore has no
magnetic fields surround ing the com pass . more effect upon i t than a cargo Of cotton .
These changes m u st be compensated for . You cou ld even carry a load of strong m ag
netswi thou t causing the sl ightest deviation .
I n flu en c e s Du e to Tem p e r a tu re Ch an ge sChanges in the temperature of the stack , Tem pe rature changes do not influence
due to shifting of the wind and force of the Spe r ry Gyro-Com pass .
draft, vary its m agnetic characte r istics . No matter what the conditions are thatConsequently the Magnetic Com pass is change the m agnetic cha racter istics of theaffected . stack , ship or cargo, they cannot affect the
Gyro-Com pass, as i t has nothing whateverto do w i th magnetism .
15
F ulton'
s Clermont ushered in the age of steam
In flu e n ce s Du e to Rol l an d Pit ch of th e Sh ip
Th e Magn e tic Com pa ssAnother error, called heel ing error, iscaused by the change in the dispos ition ofthe m aterial of the ship with reference to thecom pass. I t is brought abou t when the shiprolls; F or exam ple , a ship heading on a
northerly course wou ld , i f rol led to port,place all m agnetic m aterial of the ship to theeastward Of the com pass. This pu l ls thenorth end of the com pass to the eastward .
The action and effect wou ld be j ust opposi teto this on a rol l to the starboard . The resu ltis that the needle is caused to osci llate ine ither di rection. The he lm sm an in his
attem pt to keep on” wi ll cau se the ship to
traverse a sinuous cou rse .
The card and needle of the m agneticcom pass are placed in a bowl fil led witha l iquid . The purpose in so doing is tom akethe action of the card som ewhat sluggish , sothat it w i ll not follow very slight m agneticdistractions or ship movem ents . Everytime the course Of the ship is changed thesluggish action, due to adhesion between thebowl , l iqu id and card , pul l s the com pass Offthe m e r idian. Oflicial test has shown thatfrom three to four m inu tes are requ i red forthe com pass to ove rcom e this lag.
”The
“lag
”is som ew hat less in the dry card
com pass.
Th e Sper ry Gyro-Com pas sNot onl y is the Sperry Gyro-Com pass
unaffected by m agnetic conditions, resu ltingfrom the heel ing error, but before be ingplaced upon the ship it is tested for daysunder conditions s im ul ating the motion of
the ship in the most severe storm .
A ship steered by the Gyro-Com passtraverses a straight l ine course;the GyroCom pass does not oscillate wi th the roll ingof the ship . It is not necessary for the helm s
m an to use as m uch helm to keep the shipon her course . A great saving is m ade in theuse Of the steer ing engine .
The re is no“
lag”in the Spe r ry Gyro
Com pass, because it does not leave the
m eridian , no m atter wh ich way or how
qu ickly the ship m ay turn or z ig-z ag. Ex
haustiv e tests have been conducted on compasses instal led ou torpedo boat destroyers . Even when z ig
-z agging at top speedin heavy seas the Gyro-Com pass shows no“lag.
”
Traveling the straight l ine course insteadof the sinuou s course , ships equ ipped w i ththe Sperry Gyro-Com pass have saved fromone to ten per cent in time over the average schedu le tim e requ i red to cover thei rcourses when steering by the magneticcompass .
The Great Eastern laid thefirst A tlant ic cable
Advan tages A ttending the Use of the Sperry Gyro-Campus
UR ING the constru ction of a steel ship it is u sual to bu ild it on ways thedirection of which lie i n the East-West line . Shou ld the ways heplaced in a North-Sou th line the riveting on the keel and plates tendsto help the m olecu les of m etal to place them selves parallel to them agnetic lines of force , and m agnetize the m etal . When placed inthe East-West line the molecu les of m etal in the plates are at rightangles to the m agnetic lines of force , and are not as easily m ag
netiz ed . The u se of the Gyro-Com pass el im inates the necessity of placing the waysin the East-West line .
After a large ship has been lau nched , and during the fitting ou t period , it is oftennecessary to have it swung end for end in order to neu tral ize or equal ize the m agnetismindu ced by the earth ’s m agnetic field . To swing a large ship end for end costs anywherefrom one thou sand to three thou sand dol lars . The Gyro-Com pass isu naffected by any m agnetic phenom ena,
and is so dependable that it m akes the swingingof
"
the ship u nnecessary .
In constructing a ship it is cu stom ary tom ake all m etal parts within approxim atelyten (10) feet of the m agnetic- com pass stand of bronze , brass or other non-m agneticm aterial . The proxim ity of m agnetic m etals seriou sly affects the accu racy of the com
pass . All electric leads are run so as to clear the vicinity of the com pass, as the m agneticfields set up by su ch conductors seriou sly influ ence the com pass needle . Actual experience is on record that the total installation cost of the Sperry Gyro-Com pass has beensaved m any tim es over by the elim ination ofspecialm etals and special run of electric leads .
Before starting on a long voyage , especially with”
a new ship u sing the m agneticcom pass, it is cu stom ary to swing the ship throu gh a com plete circle to checkdeviation . To swing ship it is first necessary to pick ou t a su itable object on landhaving a known bear ing to the ship . This object is u sed as a reference point .
If at sea observations are taken onthe sun . The ship is then swungthrou gh 360 degrees, stoppingu su ally on each 15-degree heading ,and noting the deviation . A tableis m ade u p showing the deviationon each of these headings . Anattem pt is then m ade to so adju stor m anipu late the com pensatingm agnets to elim inate the errorfou nd . The ship m ust then againbe swu ng throu gh 360 degrees,stopping at headings as before tocheck the applied com pensation .
( in n -l im n pu» N lu m l I'
u r
T l mining" Ship'
s m u"Mv n
I 8
The Turbini a was the first turbine steam er
The Sperry Gyro-Com pass does not oscillate with the rol ling of the ship , or inother words, has no heeling error . The u se of the helm is greatly dim inished . Recordsshow that on one trans-Atlantic l iner a saving of 24 percent in the revolu tions of th esteering engin e, when steered by Gyro-Com pass, w as effected . One of the lar gesttrans-Atlantic liners reports that bu t one-third of the helm is u sed when the ship issteered by Gyro-Com pass .
This saving in the u se of the steering engine gives actual proof that the ship navigatedby a Gyro-Com pass steers a straight l ine course . It fur ther proves that the ship does notdivert its slip-streamas often—the power ou tpu t of the m ain engines is thereby redu ced .
Records taken on a wel l-known passenger liner show that in m ak ing her regu lartrip between N ew York and "acksonville , Florida, she saved m ore than two hou rsdue to steering by a Sperry Gyro-Com pass . A saving of tu rns of her propellerw as also effected . These savings were m ade even with m u ch greater than the u sual draft .
Records taken by m eans of the Sperry Recording Com pass show that when thehelm sm an is given a certain course he can keep the ship one and one-half degreesnearer the cou rse when steering by the Gyro—Com pass than when steering by m agneticcom pass.
The Gyro-Com pass can m ake great savings in money both in constru c tion and
Operation of the“
ship . These factors are perhaps trivial when com pared with the safetyfactor introdu ced by the u se of the Sperry Gyro—Com pass .
Due to the el im ination of the m any u ncer
tainties of the m agnetic com pass, insurance com
panies are favorably disposed toward the u se of
the Sperry Gyro-Com pass, which u ltim ately willresu lt in a redu ction of insurance rates.
The u se of the Sperry Gyro-Com pass elim i
nates inaccuracies du e to navigation , therebysaving tim e , insur ing the ship , the cargo, and the
lives of passengers and crew .
Sperry Gyro-Com passes are Operating on
m any of the world ’s largest and fastest passengerl in ers and cargo ships . These ships are m akingsavings everyday of fuel u sed and tim e requ iredto m ake their courses. The navigators u singthese com passes find that they can com e verym u ch nearer the ir calcu lated positions whensteerin g by the Gyro-Com pass. The GyroCom pass m akes the art of navigation more exact .
The Sperry Gyro-Com pass is the only one topass the serv ice tests in the world
’
s navies.
20
Schooncrs are economical , needing but smal l crews
The Sperry Gyro-Compass Equ ipm en t
HE equ ipm ent which applies the principle set forth in a practical w ayconsists of
1 . The Master, True North Com pass .
3. Com pass Control-Pane l- for con troll ing the electric current .2 R epeaters—operated from the Maste r Com pass , and indicat
ing its exact reading at any instant .
Motor-gene rator—for converting the ship’
s current into cu r
rent of proper characteristics for spinn ing the gyrowheels andope rating the repeaters.
0 . Storage B attery—for em ergency ope ration of the equ ipm entin case of failu re of the ship’s supply .
rh
piece of equ ipm ent and its relation to other parts is shown
Th e lWas t e r Com pas s
The Master Gyro-Com pass is contained within a binnacle stand ,with glass dom e top .
As shown in the photographs and sectional view , the twin gyro-wheels are suppor tedfrom a fram e-work which is in turn set i n gimbal rings . The ou ter gim bal ring is attached to the binnacle stand by m eans of a num ber of supporting springs . The springsare provided for protecting the com pass against sudden jars and vibrations . Figu re 18shows a photograph of the top view , while the wheels are shown from below in Figure 16.
A diagramm atic representation of the Sperry Gyro-Com pass is shown in plan v iewin Figure 17 . The elevation , or side view , is shown in Figur e 15 . These drawingsshow the working par ts of the Gyro-Com pass. Each of the twin gyro-wheels isenclosed in a case , which is i n turn suspended from the m ain frame and Spider .The wheels are spu n at a high
speed in u nison by m eans of electricity. The force of the earth’srotation com bines with the forceresu lting from the rotating whee ls .
The resu ltant action of these two
forces is that both wheels tur n theiraxes d irectly into, or parallel with ,the ear th’s north and sou th m eridian .
The com pass card , of course, alsotu rns and indicates direction by comparing the stationary “ lubber l ine ,
”
representing the ship’s head , withthe com pass card .
fi'
l l ;
The trade of China is carried in clumsy "anka
l‘ igu rc
Con trol l ’n n r'l Motor (w ra tn r
S torage Batt e ry
22
The Dhow is the trad ing ship of Eas t Africa
A single gyro-wheel wou ld constitu te a satisfactorystationary ,
'
Or land com pass . On shipboard the roll ,yaw and pitch of the ship wou ld im pose additional du tyon a single wheel . It wou ld have to point not only TrueNorth , bu t also offset the effect of the sea . One of the
two wheels is arranged to always point Tru e North ,while its twin wheel opposes and neu tral izes al l i nflu encesother than the force of the earth’s rotation . The forceofboth wheels is u tilized in seeking the m eridian .
The Master Gyro-Com pass is a m arvel of m echanicalperfection and ru ggedness . Every rotating or revolvingpar t moves upon special hearings to redu ce friction . I tshou ld be noted also that the gyro-wheels do not directlyoperate the com pass card . The com pass card is tu rnedby a sm all electric motor (Az im u th Motor) , Figu re 17 .
The slightest change in position between the wheels and
card operates the “ trol ley” or electrical contact , whichcontrols the Azim uth Motor . The card is m ade to“
shadow the wheels. The follow-up is so close that thecard fram e has been called the phantom .
An electrical transm itter , Figu re 17 , is operated bythe movem ent of the card . This transm itter is the m eans by which the repeaters arekept in u nison with the movem ents of the Master Gyro-Com pass, and m ade to show theexact reading at any instant . Again the Azim u th Motor furnishes the very slightamou nt of power requ ired tooperate this device .
F igu re 14
F igu re 13The Master Com pass is placed near the center of the ship at the water line . At
this point the effec t of rol l ing is at a m inim um . It is, however , not necessary to place itexactly at this position . Figu re 13 shows the approxim ate location of the variou spieces of equ ipm ent aboard ship .
Th e Rep e a ter sA famil iar application of the repeater principle is that used in hotels and pu blic
bu ildings, where a num ber of repeater clocks are Operated from one m aster instrum ent .L ikewise , the repeater u sed upon the bridge , the bearing repeater , and the one at the
after steering station , are all operated by elec tricity in perfect u nison with the Master
S PE RRY
An indispensable l ink be tween producer and consumer
Gyro-Com pass and show the exact reading of the Master at any instan t. Repeaters areOperated by a sm al l elec tric m otor within each case , controlled by the transm itter at theMaster Gyro. I n designing the repeaters particu lar attention has been given to the
electrical circu its so as to m ake all connections water , spray and condensation proof.Stuffing tubes of improved design are used at al l ou tlets and entrances .
A m iniatu re electric lam p within the repeater supplies the necessary i llum inationof the dial . The ill um ination can be brightened or dimm ed by tu rning the switch handleon the face of the term inal box .
The repeaters are supplied in three styles
1 . R epeater moun ted on stee r ing stand—for use on br idge .
2 . B earing repeater mounted w ithin pelorus stan d .
3 . R epeater mounted on bul khead in Master’s room , or at the after steering station .
Special stands or fixtures can be supplied if necessary .
A m etal “ non-reflection” cover is suppl ied which can be fitted to either the bridge
or the after steering repeaters . The cover has adj u stable doors and a hood . I ts objec tto exclude all l ight from the top glass of the repeater except at the lubber
’
s l ine . No
l ight will be reflected into the eyes of the helm sm an . The doors can be closed until avery sm all sec tor of the repeater dial appears at the lubber’s l ine . Experience hasproved that it is easier to watch and concen trate when only a small portion of the dialis visible . A m agnifying glass can be u sed in conj unction the cover so that therepeater indication can be read at a distance .
The bridge and after steering repeaters are
m ounted on adj ustable brackets. The positionof the repeater can be changed so as to allow a
fu l l face view of the dial from almost any angle .
The bearing repeater is of great aid to thenavigator . The repeater is mounted within thestand and , of cou rse , shows the exac t reading ofthe Master Com pass . In taking a bearing on a
distant Object or a sun azim u th it is not necessaryto first set the “ dum b” com pass to correspondwith the m ain compass . A constant tru e indication is afforded .
Instal lation of the bearing repeater can bem ade in su ch a position on the u pper bridge so
that it m ay be u sed for steering from thatposition as wel l as for taking bearings . A specialpelorus stand cover can be supplied with windowsto al low steering with the cov er on , so as to pro
tect the repeater from spray and the weather .
25
The light unsinkable Kayak of the Eskimo
THE Two WHEELS Wm cn Comem ebEAQmos ON
a -nu Acmou lN SEEKlNG Th e flannel -wWmofl THE Wh efits Dorm s
BUT NEUTQAL IZE lN EACH OTHED. ANY
EF FECT \Vmc»1 Tn t Sam‘
s QOLU NG
A"o DITCH IN G MAY CA U SE
F igure 15
F igu re 16
The great painted War-Canoe of Alaskan Indians
An im proved design of azim u th circle is fu rnished which fits directly over the topof the repeater . Figu res 24 and 26, on page 30, show the azim u th circle and bear ing repeater in u se, taking a bearing on a distant object , and on the sun respectively . Thisazim u th circle is so constru cted as to bring the object , the spirit level and dial withinthe field of vision concurrently . The bear ing can be taken with great accu racy . Thereis no possibility of the Master Com pass changing its position while the peloru s is in u se .
Su ch anoccu rrence is notuncommonwhen u sing theordinarypeloru sor “dumm y ”com pass .
An additional graduated ring , Figure 25 , is su ppl ied for placing u nder the azim u thcircle so that in case the Gyro-Com pass is not operating su ch , for instance , as whenthe ship is at anchor , the pelorus can still -be u sed as a dum b com pass. The m aincom pass setting is m ade
,
upon the ring , and the azim u th circle u sed in the u su al m anner .
The bearing repeater can be fu rn ished with any one of three kinds of azim u thcircles . The Ritchie circle is u sual ly supplied . The pu rchaser also has the Option ofchoosing either the Sperry circle or the Kelvin Azim u th Mirror .
Com p ass Con trol -Pan e lThe com pass control-panel provides a m eans for control ling the var iou s electrical
parts of the Gyro-Com pass, the storage battery , motor-generator and ship’s supplycurrent . It is very com pact , neat , and of good appearance . I t receives e lectrical powerfrom the ship ’s m ains and distribu tes it to the m otor-generator set , Master Com passand repeater .
The switch panel is m ade up of black ebony asbestos, m ounted upon angle iron .
The panel is u sually m ou nted with its back near the bu lkheads, bu t so hinged as to
adm it of access to its rear .
Motor -Gen e ra tor
Motor-Generator supp lied’
is an efficient'
and exceptional ly reliable piece of
equ ipm ent . I ts pu rpose isto convert the ship’s supplycurrent into electricity of thecharacteristics u sed in spinning the gyro-wheels and
operating the repeaters .
S tor age B a t t ery
The com plete failu re of
the electrical plant aboard a
modern ship is an event ofrare occur rence . l f, how
ever , su ch a contingencyshou ld Occu r , provision has
The Dahabeah is the passenger boat of the Nil e
h p c-u y G ym
-Lorn pns s F e aring" l l e pm -l v r Wi th Ayinm th f lirt lo
30
THE S PERRY
A fast-steaming hotel for ocean travelers
F igu re 31
Malay pirates use the swi ft-sai l ing Pros
been m ade for it in the Gyro-Com pass equ ipm ent bysupplying a storage battery of sufficient capacity toOperate the entire equ ipm ent for a period oftwohours.
The battery is so connected electrically as to keepitself . in a charged “ condition while the com pass isOperating u nder norm al conditions .
Sp erry Re cord in g Com p a ss
An ou tstanding featu re Of the Gyro-Com pass isthat it m akes possible the recording of the actu alcourses steered by a vessel . The recording com pass1s connected to the electrical circu its l ike a repeaterand fol lows the movem ents of the Master Com pass.
It not only indicates the heading at any instant , bu tal som akes a graphic record on a chart . Radial l ineson the chart represent the variou s courses. Concen
tric circles represent tim e—" each sm al l division fiv em inu tes—each large division one hou r .
The dial on which the chart is m ounted tu rnswith the movem ents of the m aster com pass bringingthe correct cou rse u nder themarking point . As the
tim e advances a l ine is m arked on the chart showing the exact cou rse steered at a
definite tim e . On starting , the m arking arm is at the inner edge, clockwork movesit toward the ou ter edge with u niform m otion .
The chart shown in Figu re 32 form s a valuable record . It w as taken on a shipa tim e a radio call w as received from a bu rning oil tanker . Being within the distancedefined by law , the ship w as legally , as wel las morally bou nd to proceed to the dis
tressed ship . The chart shows that thecou rse w as altered to go to the tanker
’
s aid .
I t also showed the exact tim e , therebyestablishing proof as to the fu lfillm ent ofthe Obligation . A few m inu tes later anotherradio call advised that the fire aboard thetanker w as extingu ished . The chart showsthat the course was again a ltered to bringthe vessel back on her original given course .
The chart fur ther shows the actu alcourses steered in holding the ship on its
F igu re 32
THE S PER GYRO-COMPA S
The Des troyer is the grey-hound of the sea
given cou rse . I t shows j ust how efficiently each helm sm an handles the ship . It providesan excellent m ethod of training helm sm en to u se less helm , effecting a saving by lessfrequent u se of the steering engine .
The recording compass is a great aid to the Captain and Navigator in im provingthe navigating efficiency of the ship .
The recording com pass can be suppl ied as a par t of the Gyro-Com pass equ ipm entits additional cost is sm al l when com pared to the saving and benefits derived from its u se .
Ope ra t ion
The Operation of the Sperry Gyro-Com pass is m ade easy by m aking all parts as
simple as possible .
I n star ting the equ ipm ent it is necessary to tu rn bu t one switch . The twin wheelsimm ediately start spinning and will in a short tim e com e up to the norm al Speed .
After the speed has been attained , a short tim e is al lowed for the wheels to causetheir ax es to “
settle , or, i n other words, to seek and hold the m erid ian .
In case Of fai lure of the ship’s supply , or other trouble , an audible signal imm ediatelygives indication that som ething is wrong . This is a decided im provement over theordinary com pass, as no indication is afforded of the presence of factors which causeerrors in its reading .
Car eAll of the greatest comm ercial aids requ ire som e care , such , for instance ,
telephone, typewr iter , adding m achine , duplicating m achine and so on .
The m agnetic com passes aboard ship re
ceiv e especial ly watchfu l attention , to see thatthey are not
‘
m eddled or tampered with . As a
ru le the entire ship ’
s crew ,including the
youngest apprentice , knows that the com passm ust in no w ay be handled .
I t shou ld be rem em bered that the SperryGyro-Com pass is a m echanical com pass. A l
thou gh the very best materials, design and skillenter into its construction , it is still l iable to
failure . Even with that possibility, it is so
superior to the m agnetic com pass that it m orethan j ustifies its instal lation use . I n the sam e
w ay the electric l ight , althou gh l iable to failure ,
i s vastly superior to the Old oil lam p . The Oil
lam ps are seldom u sed , yet they are carriedaboard ships for the contingency which m igh thappen . Sim ilarly a failure Of the electric or
hydrau l ic steering gear may necessitate the
tem porary u se of the inefficient hand -steeringgear .
33
PA SS
In Venice . graceful Gondolas take the p lace of cabs
B Pt-01 110 1 a t \fl
Sim-ring a in l
Nu-n
‘n l v r n u
i n c i l t 'r ( in
34
TheMedi terranean F elucca. swif t in all weathers
Mast e r“I l l i?l l “
36
S PERRY
The Submar ine. the unseen ter ror of the seas
Sperry Serv ice
HEN a Gyro-Com pass is sold the interest of The Sperry GyroscopeCom pany does not cease . Our interest in our custom er is only beginn ing . An experienced service engineer installs every Sperry GyroCompass . This engineer is also available tom ake the first trip withthe com pass in order to assure its prOper Operat ion . After installation the Sperry Service Engineers are available in every largeport in the world to com e aboard and inspect , clean , repair and over
hau l the Gyro-Com pass equ ipm ent so as to keep it in first class operating condition .
A radiogram sent to any of the Sperry Service S tations will bring a Service Engineer tom eet your ship . D uring the first year there is no charge. After this period a reasonable charge is m ade for the service . Such a charge is sim ilar to that at present m adeby compass-adju sters .
A list of the Sperry Representatives is given on the title page of this book .
Workm an sh ip
The Sperry Gyro-Com pass is an instrum ent of precision . From the work done bythe Gyro-Com pass and the objects accom plished it wou ld be natu ral to class i t as a
scientific instrum ent . I t is , however, more than that for the reason that it has beenm ade strong and sturdy for operation u nder themost severe conditions at sea . The most expertand skilled workm anship is requ ired to com binestrength and precision , such as fou nd in the
Gyro-Com pass. The Sperry organization pridesitself upon having the best workrhen that can beobtained for their respec tive vocations.
The m aterials used are the very best obtai nable . The rigid and i nflexible set of pu rchasingspecifications insu res receiving the best m aterials .
A wel l organized inspection force passes uponal l m aterial upon its receipt , and through the
variou s m anufactu ring stages to the final product .
Te s tin gEach Sperry Gyro-Com pass is on test for
several days. D uring this tim e it is pu t throughevery devisable test to sim u late the conditionsunder which it will have to Operate . Figu res 38 and39 show a com pass mounted on a stand which is
37
GYRO-COMPA SS
The Sampan shoots the rapids of"apanese rivers
operated by m eans of motor driven gears, cam s, etc . , so as to reprodu ce the rol l , pitchand yaw of a ship at sea. Absolu te accuracy of the Master Com pass and all repeaterswhile operating u nder this condition is requ ired .
The pu rchaser is thereby assu red that the com pass tobe instal led u pon his ship willhave had
.
al l m anu fac turing inaccuracies or so—called “kinks”. worked ou t . A recordof the test accom panies each com pass.
Pa ck in gSpecial care is taken in packing the Gyro-Com pass for shipm en t. Experience
gained from the shipm ent of hu ndreds of com passes has devised m eans whereby toinsu re the safe arrival of al l parts so that install ation will not be delayed .
In order that no inju ry m ay resu lt to any par ts, the Gyro-Com pass is u npackedu nder the su pervision of the Sperry Service Engineer .
Th e Sp e rry Ser vice Organ i z a t ion
The Sperry Service Organi zation is one which serves in all parts of the world .
A corps of Service Engineers, having special training at the factory in all departm entsrelating to the Gyro-Com pass, are available in nearly every large port -of the world .
These engineers are ready to com e aboard you r ship , to clean , adju st and overhau l theGyro-Com pass, thu s rel ieving the navigator of al l care other than the actu al u se of
the Gyro-Com pass.
D uring the w ar w e had Service Engineers in every port where the ships Of the Navywere l ikely to cal l . Our m en have been in m any of the naval actions and have beenable to render very considerable service on m any u nu sual occasions . F or exam ple , itw as desired to place an equ ipm ent on a British ship which w as on her w ay to the Dar
danel les . The Adm iralty instru cted u s by telegram to have an equ ipm ent and a ServiceEngineer m eet the ship at the BritishNaval Station at Malta in the
Mediterranean . By sending the
equ ipm ent with our Service Engineerv ia a passenger train to the sou th ofItaly and v ia destroyer to Malta w ewere able to m eet the ship there onthe day she arrived . The ship w asable to stay only twenty- four hou rs ,and as it took abou t fou r days to install the equ ipm ent , our engineerrem ained on board and finished thework while the ship w as enrou te fromMalta to the Dardan el les.
38
a‘
GYRo-COMPA SS
The Whale-back . steadies t ofall in rough weather
This ship , the I nflex ible, arrived at the Dardanel les j ust in tim e to join in the firstnaval action directed against the land batteries . D u ring the first part of the engagem entour engineer rem ained with the Master Com pass which was installed near the dynam o
room . When he saw that it was functioning properly he left it to go on deck and viewthe action, the effects of which he had becom e aware of, as a num ber of shells from the
land batteries had hit the ship . Almost imm ed iately after he arrived on deck a torpedostruck the ship directly under the com partm ent where the Gyro-Com pass was located ,
killing every m an in that com partm ent . Althou gh badly dam aged the ship w as able to
get ou t of range of the land batteries and reach the naval base near the Dardanel les.
The Gyro-Com pass was, of course, almost totall y destroyed . Shortly after theaction ended ou r engineer was enabled to get ashore on a Greek island v ia one of the
British destroyers. This islan d had a telegraph station which he u sed to cable u s that“ Equ ipm ent No. 286 is under four feet of water , and that w e shou ld have anotherequ ipm ent ready to replace it . We took this telegram to the Adm iralty who au thorizedu s to have another equ ipm ent prepared tomeet this ship at Gibraltar . This w e did ,
again sending a Service Engineer who m et the ship at Gibraltar, on her w ay back toEngland tobe repaired and refitted .
The Sperry Service Organization stands ready to help al l ships equ ipped with a
Gy ro-Com pass at al l tim es, even in em ergencies su ch as those experienced by naval vessels.
Se rv ice G iven to th e Wor l d’s Na vie s by th e Gyr o-Com p ass
At the tim e of the battle of Coronel on the west coast of Sou th Am erica, H . M . S .
I nvinc ible w as being overhau led at the Portsmou th Dockyard in England . She w as
imm ediately ordered with one other large British ship to Sou th Am erican waters u nderthe comm and of Admiral Sturdee , to re-enforce the British fleet , and then to find and
destroy the Germ an ships which had defeated the British at the battle of Coronel .When the overhau l ofthe I nvinciblewas com pleted and she w as readyto leave the docks, i t was at firstplanned to delay sai ling u ntil theship cou ld be swung and the
m agnetic com passes com pensated .
It was decided , however , that although the com passes were badlyin need of adju stm ent it was
necessary to save every m inu te inorder to reach Sou th Am ericanwaters before the Germ an shipscould find and destroy the Britishships rem aining in those waters.
39
THE S PERRY
The Coracle of ancien t Bri tain, s t il l used inWales
The I nvincible therefore sailed withou t adj u sting her m agnetic com passes and navigatedentirely by the Sperry Gyro-Compass from Portsmou th tothe Falkland Islands . Whenan azim u th was finally taken the m agnetic com pass was found tobe ou t abou t 22 degrees .
The I nvincible arrived at the Falkland Islands ju st in tim e to coal before the Germ an fleetappeared . If H . M . S . I nvincible had not had a Gyro—Com pass the probabilitiesare that she wou ld not have reached the Falk land Islands in tim e to win the battlewhich took place almost imm ediately u pon her arrival .
Figu re 49 shows a British subm arine, a sister ship of the E- 11 , that entered the SeaofMarmora throu gh the Dardanelles for the purpose of destroying Tu rkish and Germ anshipping . The E-11 pu t a torpedo right into Constantinople harbor . The Second Officerof the E- I l in relating this exploit , stated that they steered by the Sperry” al l the
way i n and ou t . His rem ark w as that ,“ It never let m e down .
In this exploit , and many others of a sim ilar nature , the Gyro-Com pass w as u sedfor al l navigation . These extrem ely dar ing and hazardou s Operations wou ld not havebeen possible withou t this instrum ent .
A sim ilar British subm arine left Harwich on the east coast of England , and dur inga period of three weeks m ade seven patrol trips, and withou t once seeing the sun ,
final ly returned toHarwich and picked up the buoy at themou th ofthe harbor withou t theleast difficu lty . The navigation in this case was carried ou t entirely by theGyro-Com pass .
Figure 54 is a photograph of H . M . S . L ion , the flagship of Adm iral Beatty in thebattle of "u tlan d . This ship was provided with the Sperry Gyro-Com pass equ ipm entear ly in the w ar . During the "u tland engagem ent a fire broke ou t in a m agazine of theL ion imm ediately below the twoMaster Com passes which were located in on e com partm ent . It becam e so hot that the lead sheathing w as m elted Off the electric cables andone of the Gyro-Com passes w as heated u ntil its parts fu sed . Notwithstanding thissam e heat the other com pass functioned throughou t the entire action . Of the shipsengaged in the battle of "u tland practically al l except the destroyers were equ ipped
with the Gyro-Com
pass. Every one of
them perform ed per
fectly throughou t the
action except in the
case of the L ion on
which one w as des
troyed by fire.
Hu ndreds of SperryGyro-Com passes ar e
v e t e r an s of m anybattles and encou ntersu nder heavy gu nfireand adverse conditions.
40
THE S PE R RY
The Power Boa t. smal l , able, rel iable. comfortab le
S PERRY
Huge Dug-Outs are used on A frican ri vers
42
GYRo-COM
0
Spwdy Ice-boats prov ide thri l l ing winter sport
l {l n land u e p em c v co. w c . cond 0 n .T'Fore ign" OPE R IGYCO , Lond on .
Te’e p hone ' 7 3 9 ° V ICTOR IA .
T HE S PER RY GYR O S COPE C OMPA NY, LTD.
N EW YO R K LON DO N 1 5 . V I"CTO R IA S T R EET .
Per soc s ao - romo
S TOC KHO LM L O N D O N . 8 . W.
“ gus t l at . 1 916 0
B- 3909 .
Th e Spe r ry Gyr oscope Company ,
Gen t l emen ,
I t gi ve s me ve ry gr eat p l eas u r e t o i n form you that my
Company h as r e c e i ved f rom The i r Lor ds Commi s s i on e r s of t he Admi r a l ty,
unde r dat e 2oth "u l y , th e fol l owing word s of commenda t i on
"I am t o add an ex p r e s s ion of Th e i r Lordsh i ps '
appr e c i at i onof t h e va l uabl e as s i s t anc e r e nd e r e d t o th e Admi r a l ty byyour Company s i nc e t he ou t br e ak of War , i n you r ve ry p r omptand e f f i c i en t ex e c u t i on of th e i mpor t an t work en t ru s t ed t o
you"
.
I mi gh t men t i on t hat th i s wa s the f i r s t r e comMenda t i cn gi ve n
to a p r i vat e F i rm by th e B r i t i sh Admi ra l ty for f i f t e en yea r s , and had
to be con cur r ed i n by no l e s s than t h i r t y—s even Government Of f i c i a l s .
Ve ry t r ul y you r s ,
ms‘
sm av cmoscops COMPANY LTD.
Managi ng Di re c t or .
44
