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

Headwind GSM Modem Driver 3.1 This SMS software makes your PC able to send and receive SMS by connecting the computer to the mobile device. SMS messages are sent from your own number. The software provides a COM API for automatic SMS processing in third-party applications. Download Headwind GSM Modem Driver by Headwind Solutions Ltd. Language: English Publisher: Headwind SolutionsLtd. License: Shareware Category: Internet / Internet Phone and Teleconferencing --> Price: USD $119.90 Filesize: 1.4 MB Date Added: 08/02/2008 Link Broken? Report it --> Headwind GSM Modem Driver is a professional SMS messaging software which connects your PC with a mobile phone or a GSM modem in order to send SMS messages, receive the replies and execute USSD commands. The unique feature of the software is the...Read more PCWin Note: Headwind GSM Modem Driver 3.1 download version indexed from servers all over the world. There are inherent dangers in the use of any software available for download on the Internet. PCWin free download center makes no representations as to the content of Headwind GSM Modem Driver version/build 3.1 is accurate, complete, virus free or do not infringe the rights of any third party. PCWin has not developed this software Headwind GSM Modem Driver and in no way responsible for the use of the software and any damage done to your systems. You are solely responsible for adequate protection and backup of the data and equipment used in connection with using software Headwind GSM Modem Driver. Rating: Platform: Windows 2000, Windows

Crosswind landings are among the most nerve-wracking maneuvers pilots have to perform. A crosswind occurs when a significant component of the prevailing wind is blowing perpendicular to the runway centerline. Landing in crosswind conditions can be highly dangerous; in fact, they are the most common contributing factor in weather-related landing incidents and accidents. Extreme crosswinds have been known to send airplanes off the runway or even flip them upside down.Whether you’re a student pilot just learning the basics or an experienced pilot who hasn’t encountered crosswind conditions in a while, it pays to brush up on the proper crosswind techniques. Here are a few tips and reminders for crosswind landings.Calculate the crosswind componentOn final approach, ask ATC for a wind check. At non-towered airports, you can determine the wind direction and speed by looking for the windsock. If you know the wind speed and its angle to the runway, you can calculate the headwind and crosswind components using a crosswind component chart or by doing some quick mental math. If more than one runway is available, choose the one with the least crosswind component and the highest headwind component. Choose your methodThere are two basic crosswind approach and landing methods: the crab technique and the sideslip method.The crab techniqueWhen an aircraft is pointed in one direction but moving in another direction, it is said to “crab”. One way to correct for crosswind conditions during landing is by purposefully establishing a crab, using the rudder and ailerons to angle the aircraft’s nose into the direction of the wind while keeping the wings level. This way, the airplane’s ground track remains aligned with the centerline of the runway. The pilot should maintain the crab angle until just prior to touchdown, at which point the pilot must add sufficient rudder and aileron to align the airplane with the centerline. Doing so avoids sideward contact of the landing gear with the runway. The sideslip methodThe sideslip method is the most common method taught to student pilots. Unlike the crab technique, a pilot using the sideslip method tries to keep the airplane’s heading aligned with the centerline of the runway. The pilot uses the ailerons to counteract the downward drift caused by the crosswind, while simultaneously applying opposite rudder pressure to keep the aircraft’s longitudinal axis aligned with the runway. After touchdown, it’s necessary to continue applying wind correction by working the rudder pedals and using the ailerons to keep the airplane moving straight down the runway.Either method is correct, but the sideslip method can be uncomfortable to maintain for a long period of time. For this reason, many pilots prefer to use a combination of the two techniques, often starting with the crab technique on final approach and then transitioning to the sideslip method for the rest of the landing phase. Practice makes perfectThere’s no better way to master the art of crosswind landings than to practice. If you’re unsure of your crosswind landing skills or just a little rusty, find an instructor to

Gross correction factors at one end which is aligned with maximum altitude on the altitude scales, and proportionately decreases the correction factor around the ring towards the lower altitude end of the altitude scales. Cursor 38 is provided to assist in reading the computed distance when the various disks are properly aligned, and has a correction factor display to assist in applying the computed or "net" correction factor. Cursor 38 is preferably formed from a transparent plastic material. The opposite side of the calculator with disks 30, 32 and 34 is constructed in substantially the same manner with a similar linear distance scale on disk 30. The altitude scales on card 22 and disk 32 are proportioned for M 0.80/280 knot I.A.S. and 250 knot I.A.S. air speeds, respectively (at 250 knots I.A.S. the mach-I.A.S. crossover occurs at an altitude above the upper 41,000 foot limit of the altitude scales, and thus is not reflected on the calculator). As an example of the operation of this embodiment of the invention, assume that an aircraft is flying at a cruise altitude of 35,000 feet at M 0.80 against a 30 knot headwind, and with a gross weight of 115,000 pounds. An M 0.80/300 knots I.A.S. descent is planned, to cross 30 miles DME at 13,000 feet. To calculate the optimal DME distance for commencing the descent, 13,000 feet on the M 0.80/300 knot altitude display is aligned with 30 miles on the distance display. With this setting, a DME mileage of 83 miles is aligned with an altitude of 35,000 feet; this is the uncorrected distance for beginning a descent. In order to apply wind and weight correction factors, the gross correction scales are entered to derive a weight correction factor of minus 4.5 (by interpolation between the correction factors for