use a click-stop degree measure and a worm adjustment that reads to a minute, 1/60 of a degree. Most sextants also include a vernier on the worm dial that reads to 0.1 minute. Since 1 minute of error is about a nautical mile, the best possible accuracy of celestial navigation is about . At sea, results within several nautical miles, well within visual range, are acceptable. A highly skilled and experienced navigator can determine position to an accuracy of about . A change in temperature can warp the arc, creating inaccuracies. Many navigators purchase weatherproof cases so that their sextant can be placed outside the cabin to come to equilibrium with outside temperatures. The standard frame designs (see illustration) are supposed to equalise differential angular error from temperature changes. The handle is separated from the arc and frame so that body heat does not warp the frame. Sextants for tropical use are often painted white to reflect sunlight and remain relatively cool. High-precision sextants have an invar (a special low-expansion steel) frame and arc. Some scientific sextants have been constructed of quartz or ceramics with even lower expansions. Many commercial sextants use low-expansion brass or aluminium. Brass is lower-expansion than aluminium, but aluminium sextants are lighter and less tiring to use. Some say they are more accurate because one's hand trembles less. Solid brass frame sextants are less susceptible to wobbling in high winds or when the vessel is working in heavy seas, but as noted are substantially heavier. Sextants with aluminum frames and brass arcs have also been manufactured. Essentially, a sextant is intensely personal to each navigator, and they will choose whichever model has the features which suit them best. Aircraft sextants are now out of production, but had special features. Most had artificial horizons to permit taking a sight through a flush overhead window. Some also had mechanical averagers to make hundreds of measurements per sight for compensation of random accelerations in the artificial horizon's fluid. Older aircraft sextants had two visual paths, one standard and the other designed for use in open-cockpit aircraft that let one view from directly over the sextant in one's lap. More modern aircraft sextants were periscopic with only a small projection above the fuselage. With these, the navigator pre-computed their sight and then noted the difference in observed versus predicted height of the body to determine their position. Taking a sight