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The general effect of wind by the percent change in takeoff or landing distance as a function of the ratio of wind velocity to takeoff or landing speed. In aeronautics, a headwind is favorable in takeoffs and landings because an airfoil moving into a headwind is capable of generating greater lift than the same airfoil moving through tranquil ...
An aircraft landing into a headwind will require less runway and will be able to vacate the runway sooner. Tailwind increases the ground speed of an aircraft for the same IAS and thus a longer runway distance will be required for an aircraft to land. Landing with an unknown or unexpected tailwind could lead to the aircraft overshooting the runway.
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]
For example, a 10 knot wind coming at 45 degrees from either side will have a crosswind component of 10 knots × sin(45°) and a head/tailwind component of 10 knots × cos(45°), both equals to 7.07 knots. Pilots can use a use a crosswind component chart to calculate the headwind component and the crosswind component.
An aircraft is streamlined from nose to tail to reduce drag making it advantageous to keep the sideslip angle near zero, though an aircraft may be deliberately "sideslipped" to increase drag and descent rate during landing, to keep aircraft heading same as runway heading during cross-wind landings and during flight with asymmetric power.
Five international flights over the weekend were recorded going more than 800 mph due to record winds of around 265 mph.
It is also helpful to calculate the top of descent, or the point at which the pilot would plan to commence the descent for landing. The flight time will depend on both the desired cruising speed of the aircraft, and the wind – a tailwind will shorten flight times, a headwind will increase them.
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 ]