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system are the pictorial navigation indicator and the slaving control and compensator unit. [Figure 5-25]  The pictorial navigation indicator is commonly referred to as an HSI. 

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The slaving control and compensator unit has a pushbutton that provides a means of selecting either the “slaved gyro” or “free gyro” mode. This unit also has a slaving meter and two manual heading-drive buttons. The slaving meter indicates the difference between the displayed heading and the magnetic heading. A right deflection indicates a clockwise error of the compass card; a left deflection indicates a counterclockwise error. Whenever the aircraft is in a turn and the card rotates, the slaving meter shows a full deflection to one side or the other. When the system is in “free gyro” mode, the compass card may be adjusted by depressing the appropriate heading-drive button. 

A separate unit, the magnetic slaving transmitter is mounted remotely; usually in a wingtip to eliminate the possibility of magnetic interference. It contains the flux valve, which is the direction-sensing device of the system. A concentration of lines of magnetic force, after being amplified, becomes a signal relayed to the heading indicator unit, which is also remotely mounted. This signal operates a torque motor in the heading indicator unit that processes the gyro unit until it is aligned with the transmitter signal. The magnetic slaving transmitter is connected electrically to the HSI. 

There are a number of designs of the remote indicating compass; therefore, only the basic features of the system are covered here. Instrument pilots must become familiar with the characteristics of the equipment in their aircraft. 

As instrument panels become more crowded and the pilot’s available scan time is reduced by a heavier flight deck workload, instrument manufacturers have worked toward combining instruments. One good example of this is the RMI in Figure 5-26 . The compass card is driven by signals from the flux valve, and the two pointers are driven by an automatic direction finder (ADF) and a very high frequency omnidirectional range (VOR). 

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## Gyroscopic Systems 

Flight without reference to a visible horizon can be safely accomplished by the use of gyroscopic instrument systems and the two characteristics of gyroscopes, which are rigidity and precession. These systems include attitude, heading, and rate instruments, along with their power sources. These instruments include a gyroscope (or gyro) that is a small wheel with its weight concentrated around its periphery. When this wheel is spun at high speed, it becomes rigid and resists tilting or turning in any direction other than around its spin axis. 

Attitude and heading instruments operate on the principle of rigidity. For these instruments, the gyro remains rigid in its case and the aircraft rotates about it. Rate indicators, such as turn indicators and turn coordinators, operate on the principle of precession. In this case, the gyro precesses (or rolls over) proportionate to the rate the aircraft rotates about one or more of its axes. 

