Search results
Results From The WOW.Com Content Network
A tailwind increases the object's speed and reduces the time required to reach its destination, while a headwind has the opposite effect. The terms are also used metaphorically in business and elsewhere about circumstances where progress is made harder (headwind) or easier (tailwind).
The headwind is about 22 knots, and the crosswind is about 13 knots. [1] To determine the crosswind component in aviation, aviators frequently refer to a nomograph chart on which the wind speed and angle are plotted, and the crosswind component is read from a reference line. Direction of travel relative to the wind may be left or right, up or ...
Here, the total score may be accepted even though some of the results had a tail wind of more than 2.0 m/s. In events where wind velocity is measured, the average velocity (based on the algebraic sum of the wind velocities, as measured for each individual event, divided by the number of such events) shall not exceed +2.0 m/s (Rule 260.18). [2]
When two of the three vectors, or four of the six components, are known, the remaining quantities can be derived. The three principal types of problems to solve are: Solve for the ground vector. This type of problem arises when true heading and true airspeed are known by reading the flight instruments and when wind direction and speed are known ...
Ground speed can be determined by the vector sum of the aircraft's true airspeed and the current wind speed and direction; a headwind subtracts from the ground speed, while a tailwind adds to it. Winds at other angles to the heading will have components of either headwind or tailwind as well as a crosswind component.
A general rule of thumb is to add half the headwind component to the best L/D for the maximum distance. For a tailwind, the origin is shifted to the left by the speed of the tailwind, and drawing a new tangent line. The tailwind speed to fly will lie between minimum sink and best L/D. [14]
In the presence of a tailwind, ECON airspeed can be reduced to take advantage of the tailwind, whereas in a headwind, ECON speed will be increased to avoid the penalty of the headwind. [12] In the presence of a tailwind, LRC speed may give a higher fuel burn than ECON. [9]
Cirrus uncinus ice crystal plumes showing high-level wind shear, with changes in wind speed and direction. Wind shear (/ ʃ ɪər /; also written windshear), sometimes referred to as wind gradient, is a difference in wind speed and/or direction over a relatively short distance in the atmosphere.