On May 20, 10:04 am, wrote:
On May 20, 10:27 am, "Ken S. Tucker" wrote:

When thought through, the Mag-Comp is quite the
precision instrument. That fluid needs be able to
not freeze down to what, maybe -40F. (Ron from
Alaska might know). It also sits in an Arizona sun
and can't expand to burst, though yours (John)
may have.
It also has a viscosity that keeps the thing from
gyrating all over the place, the one we used had
a slow lag while banking, so if you wanted to come
to 180 level the wings for 178 and the thing creeps
to 180.
Ken

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.

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.

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.
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.

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?

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