On May 20, 12:16 pm, "Ken S. Tucker" wrote:

Good grief. The compass has a diaphragm to take care of
expansion and contraction, and its fluid is just a solvent that has a
low freeze point. Even plain old gasoline has a low freeze point.

Mr. Potato Head, we don't put a big blob of flammable
material in a cock-pit, your sci-phy-math-chem education
is a functional Gr.10.


Compass fluid is a petroleum product and is flammable. Its MSDS
says it's odorless mineral spirits, which would make it similar to
household paint thinner: http://www.setonresourcecenter.com/m...4/wcd00445.htm


Nothing "precision" about that. And as for lag while banking, you
haven't studied the Private Pilot groundschool stuff about Northerly
Turning Error or anything else. You CANNOT use it to roll out on a
heading like you claim.

Duh, that's what your mag-field map is for,
it provides the mag-heading relative to true
north at the location you're at.
I flew alot in ontario and lines are a mess,
but that's not a big deal over ~ 50 miles.

Magnetic variation has nothing to do with Northerly Turning
Error or acceleration/deceleration errors. Nothing at all. You never
took groundschool, obviously. And in southern Ontario, where you
"flew," the variation is minimal, which you did not know. The lines
aren't a "mess." Out in western Canada it gets a little more complex:
http://nationalatlas.gov/articles/geology/a_geomag.html

My required instruction was to use
the mag-comp for IFR, including pitch level,
yaw constant, and nulled roll, it's a semi skill.
It has two spheres, one enclosing fixed to the
aircraft that is transparent, but demarkated,
and a internal floater also demarkated.
The relative equators is what's important.
Once the heading and throttle power is fixed,
align the equators to maintain a constant
pitch and altitude, and that will get you by in
foggy night, if you have a flashlight.
That's a 1 hour lesson, and I'd be happy to
instruct you on that, if you're qualified to
understand it.

No, it won't. Ever. No matter how many times you claim it will.

I had a cool instructor and we'd play out worst
case scenerios, such as in a dark and stormy
foggy night with all normal instruments failed,
how do we get back to a base.

What a bunch of nonsense. It would be funny if it didn't have the
potential to mislead normal students.

And you can't fly a 150 at 37 Kts indicated on approach. 150s
never had knotmeters. anyway. Had airspeed indicators calibrated in
MPH.

LOL, Is that a MIAS instead of a KIAS?

MPH indicated. You should know that.

And what is an "indescent indicator?" Does it measure indecent
exposure, maybe?

Depends on whether you're using the yoke or
the stick, which do you prefer?
Ken

How does that make any difference to an instrument that does
not exist?

Dan