Headwind component calculator

Nikmati jutaan aplikasi Android, game, musik, film, TV, buku, majalah & yang terbaru lainnya. Kapan pun, di mana pun, di seluruh perangkat Anda. Crosswind Calc is a simple and intuitive way to visualise and calculate the crosswind and headwind components for departure and landing. The intuitive user interface makes it simple to dial in the current wind direction and strength and the runway heading and calculates the headwind and crosswind components in real-time as you change the parameters.Whether you’re a seasoned pilot or a student just starting out, Crosswind Calculator enables you to clearly visualise the correct runway to use and confirm that you’ll be within your crosswind limits upon your return. Crosswind Calc can be a great teaching tool to demonstrate how a relatively small change in wind angle can materially change the crosswind component, turning a straight forward landing into something very much more challenging.Mini FAQQ) Can I change the maximum windspeed?A) Yes. Just go to the settings menu and you will find you are able to adjust it there.Q) Why won't it show tail wind?A) The application shows the recommended runway and therefore always shows a headwind. Should you find yourself having to land on the reciprocal runway, the tailwind will be equal to the headwind displayed within the app.

Conditions properly.Wind The wind can be input simply as the headwind component (a single positive number) or tailwind component (a single negative number), or it can be input in the form degrees/kts. It can be automatically entered from either the OFP or the METAR as described above. If you enter the wind yourself, be sure you are entering the wind in terms of a magnetic direction rather than the true direction. ATIS winds will be provided in terms of a magnetic direction, but METAR winds are in terms of true direction. If you enter the winds from METAR, consult the airport 10-9 (or 10-9A) chart to determine the magnetic variation and convert the direction to magnetic, as shown in the following examples in Advanced Takeoff Calculator Guide. If you choose to enter the winds automatically from the METAR, this conversion will be done automatically.If the wind direction is given as variable, enter the wind direction into the takeoff performance calculator as a tailwind. If the wind direction varies between 2 values, enter the wind direction that will result in the largest tailwind (if the direction includes a tailwind direction) or the smallest headwind. If the wind speed includes a gust value, enter only the steady wind value. Temperature This is simply the outside air temperature. It can be automatically entered from either the OFP or the METAR as described above. It can also be entered manually based on either the active ATIS or METAR.QNH This is the sea-level atmospheric pressure at the airport. It can be automatically filled from either the OFP or the METAR as described above. It can also be entered manually based on either the active ATIS or METAR.Takeoff WeightThis is the weight at which the airplane starts the takeoff (after taxiing to the runway). It can either be automatically entered from the OFP as described above or entered manually.CG Position This is the takeoff CG position. The standard CG position is the default entry. Select the forward CG position if the takeoff CG is forward of (less than) 27% MAC. (The standard CG envelope’s forward limit

Categories. Draw a line straight down from both intersections to the bottom of the graph. At 65 percent power with a reserve, the range is approximately 522 miles. At 65 percent power with no reserve, the range should be 581 miles.The last cruise chart referenced is a cruise performance graph. This graph is designed to tell the TAS performance of the airplane depending on the altitude, temperature, and power setting. Using Figure 11, find the TAS performance based on the given information.Figure 11. Cruise performance graphSample Problem 9OAT………………………………16 °CPressure Altitude…………….6,000 feetPower Setting…………………65 percent, best powerWheel Fairings……………….Not installedBegin by finding the correct OAT on the bottom left side of the graph. Move up that line until it intersects the pressure altitude of 6,000 feet. Draw a line straight across to the 65 percent, best power line. This is the solid line, that represents best economy. Draw a line straight down from this intersection to the bottom of the graph. The TAS at 65 percent best power is 140 knots. However, it is necessary to subtract 8 knots from the speed since there are no wheel fairings. This note is listed under the title and conditions. The TAS is 132 knots.Crosswind and Headwind Component ChartEvery aircraft is tested according to Federal Aviation Administration (FAA) regulations prior to certification. The aircraft is tested by a pilot with average piloting skills in 90° crosswinds with a velocity up to 0.2 VS0 or two-tenths of the aircraft’s stalling speed with power off, gear down, and flaps down. This means that if the stalling speed of the aircraft is 45 knots, it must be capable of landing in a 9-knot, 90° crosswind. The maximum demonstrated crosswind component is published in the AFM/POH. The crosswind and headwind component chart allows for figuring the headwind and crosswind component for any given wind direction and velocity.Sample Problem 10Runway……………….17Wind…………………..140° at 25 knotsRefer to Figure 12 to solve this problem. First, determine how many degrees difference there is between the runway and the wind direction. It is known that runway 17 means a direction of 170°; from that subtract the wind direction of 140°. This gives a 30° angular difference or wind angle. Next, locate the 30° mark and draw a line from there until it intersects the correct wind velocity of 25 knots. From there, draw a line straight down and a line straight across. The headwind component is 22 knots and the crosswind component is 13 knots. This information is important when taking off and landing so that, first of all, the appropriate runway can be picked if more than one exists at a particular airport, but also so that the aircraft is not pushed beyond its tested limits.Figure