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WIND EFFECT
VARIATION
DEVIATION
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Terminal Learning Objective At the completion of
this lesson the student will Action Acting as
a pilot, plan a flight Condition Given a VFR
flight mission, required equipment, charts and
publications Standard In Accordance With (IAW)
Army Regulation (AR) 95-1, Federal Aviation
Regulation (FAR) Part 91, and Field Manual (FM)
3-04.240
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Enabling Learning Objective (ELO) 1 Action
Solve for drift corrections necessary to maintain
the true course Condition Given a True
Course Standard IAW FM 1-240
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TRUE COURSE
The proposed flight path measured clockwise from
true north.
True North (Meridian) clockwise to flight path
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DRIFT CORRECTION
The correction applied to prevent drifting off
course.
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DRIFT CORRECTION NOT APPLIED
Headwind No Drift
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Left Crosswind Right Drift
DRIFT CORRECTION NOT APPLIED
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Left Crosswind Right Drift
DRIFT CORRECTION NOT APPLIED
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DRIFT CORRECTION NOT APPLIED
Right Crosswind Left Drift
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DRIFT CORRECTION NOT APPLIED
Right Crosswind Left Drift
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DRIFT CORRECTION NOT APPLIED
Tailwind No Drift
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LEFT DRIFT CORRECTION IS SUBTRACTED FROM TC
TC 360 DC 10 L
360 - 10 350
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RIGHT DRIFT CORRECTION IS ADDED TO TC
TC 360 DC 10R
360 10 010
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TRUE HEADING
The angle measured clockwise from true north to
the nose of the aircraft. TC /- DC TH
WIND 360
TH
DC
TC
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Questions?
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Enabling Learning Objective (ELO) 2 Action
Identify the effects of wind on an aircraft in
flight Condition Given situational
data Standard IAW FM 1-240
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TRACK
THE ACTUAL FLIGHT PATH OVER THE GROUND, MEASURED
CLOCKWISE FROM TRUE NORTH
TN
TR
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DRIFT ANGLE
THE ANGLE BETWEEN TRUE HEADING (TH) AND TRACK (TR)
DA
TR
WIND IS MORE THAN PLANNING WINDS, DA gt DC
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DRIFT ANGLE
THE ANGLE BETWEEN TRUE HEADING (TH) AND TRACK (TR)
DA
TR
WIND IS LESS THAN PLANNING WINDS, DA lt DC
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DRIFT ANGLE
THE ANGLE BETWEEN TRUE HEADING (TH) AND TRACK (TR)
WIND 360
TH
DA DC
DC
TR TC
TC
WIND EQUAL TO PLANNING WINDS, DA DC
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TRACK EQUAL TRUE COURSE WHEN
1. NO WIND CONDITION
2. HEAD WIND CONDITION
3. TAIL WIND CONDITION
4. DRIFT CORRECTION IS CORRECT
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Types of Airspeed
Indicated Airspeed (IAS) - the airspeed
read directly from the airspeed indicator. IAS is
not affected by wind.
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Types of Airspeed
Calibrated Airspeed (CAS) - indicated
airspeed corrected for instrument installation
error. CAS is not affected by the wind.
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Types of Airspeed
True Airspeed (TAS) - calibrated airspeed
corrected for error due to air density (altitude
and temperature). TAS is not affected by the wind.
4000 PA, 7 C 96 KTAS
1000 PA, 13 C 92 KTAS
90 KIAS
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GROUND SPEED
Ground Speed - speed of the aircraft over the
ground. GS is TAS /- wind speed. Used to
calculate time required to fly a certain distance.
TAS 92 KTS WIND SPEED
- 10 KTS
GROUND SPEED 82 KTS
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GROUND SPEED
Ground Speed - speed of the aircraft over the
ground. GS is TAS /- wind speed. Used to
calculate time required to fly a certain distance.
TAS 92 KTS WIND SPEED
10 KTS
GROUND SPEED 102 KTS
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GROUND SPEED
Headwinds - winds /- 90 of the aircraft nose
reduce ground speed. TAS minus wind velocity.
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GROUND SPEED
Tailwinds - winds /- 90 of the aircraft tail
increase ground speed. TAS plus wind velocity.
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Questions?
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Enabling Learning Objective (ELO) 3 Action
Complete the wind effect components of the VFR
flight log Condition Given situational
data Standard IAW the Student Handout
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Transport a passenger from Hanchey AHP 31 21 N,
85 40 W to Sikes airport 30 47 N, 86 31 W.
The wind is 260 / 20 kts and will require a 9
DC.
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H
1. Draw the true course.
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H
WIND 260
2. Determine wind direction in relation to the
true course.
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TC /- DC TH 232 9R 241
H
WIND 260
GS will be less than TAS because of headwind.
3. Complete the wind component part of the VFR
flight log.
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Fly from Skelly AHP, 31 18 N, 86 07 W to
Crenshaw Memorial, 31 51 N, 86 36 W. The wind
is 20015 and the DC is 12
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Questions?
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Enabling Learning Objective (ELO) 4 Action
Select the definition of magnetic variation,
agonic and isogonic lines and their
application Condition Given situational
data Standard IAW Fm 1-240 and the Student
Handout
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VARIATION The angular difference between true
north (TN) and magnetic north (MN).
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VARIATION The angular difference between true
north (TN) and magnetic north (MN).
NOTE Magnetic north is moving, therefore
magnetic variation changes from one chart edition
to another.
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AGONIC AND ISOGONIC LINES Represented on
sectional charts as dashed magenta lines,
numbered and lettered, e.g. 1 W, in 1/2 (30)
increments.
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AGONIC LINE A line connecting points of zero
degree variation. There is only one agonic line
in the United States.
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ISOGONIC LINES Lines connecting points of equal
magnetic variation.
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EASTERLY VARIATION Compass needle points east of
TN and is subtracted. EAST IS LEAST
TN
MN
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TH 360, compass is pointing 10 east of TN.
Must subtract 10 in order to fly to TN. TC /-
DC TH /- VAR MH 360 0 360 - 10
350 This example assumes a calm wind.
TN
MN
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MH 350, compass is pointing 10 east of TN.
Subtracted 10 in order to fly to TN.
TN
MN
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WESTERLY VARIATION Compass needle points west of
TN and is added. WEST IS BEST
TN
MN
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TH 360, compass is pointing 10 west of TN.
Must add 10 in order to fly to TN. TC /- DC
TH /- VAR MH 360 0 360 10
010 This example assumes a calm wind.
TN
MN
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MH 010, compass is pointing 10 west of TN.
Added 10 in order to fly to TN.
TN
MN
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APPLYING VARIATION Find mid-point of TC, apply
nearest whole degree of variation.
B
A
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B
1. Find mid-point of course leg.
2. Find nearest WHOLE degree of variation.
A
3. TC /- DC TH /- VAR MH 320 0
320 - 1 319 EAST IS LEAST
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1. Find mid-point of course leg.
2. Find nearest WHOLE degree of variation.
3. TC /- DC TH /- VAR MH 090 0
090 1 091 WEST IS BEST
B
A
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MAGNETIC HEADING Now that you know how to figure
out MH, the next question is What is it ?
Magnetic Heading is measured from magnetic north
clockwise to the nose of the aircraft.
MN
MH
VAR
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Questions?
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Enabling Learning Objective (ELO) 5 Action
Select the definition of deviation, use of the
compass deviation card and completing VFR flight
log Condition Given situational data Standard
IAW Fm 1-240 and the Student Handout
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DEVIATION Compass error caused by external
magnetic fields such as generators, radios, etc.,
causing the compass needle to deviate from
magnetic north.
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DEVIATION Compass error caused by external
magnetic fields such as generators, radios, etc.,
causing the compass needle to deviate from
magnetic north.
No deviation, Compass Heading (CH) Magnetic
Heading (MH)
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DEVIATION Compass error caused by external
magnetic fields such as generators, radios, etc.,
causing the compass needle to deviate from
magnetic north.
Deviation due to magnetic field caused
by radio. Compass Heading (CH) no longer
equals Magnetic Heading (MH)
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DETERMINE AND APPLY DEVIATION
1. Determine MH, e.g. 010.
2. Find number closest to MH in the to
fly column.
3. Find corresponding CH in the steer
column.
4. Apply difference (2) to MH.
? Is difference or - ?
TC /- DC TH /- VAR MH /- DEV CH 010
0 010 0 010 2 012
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Plan a flight from Lowe AHP 31 21 N, 85
45W to Brewton airport 31 03N, 87 04W,
winds 270/15kts. DC is 9 degrees.
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SOLUTION
1. Draw course line and measure TC.
TC 256
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SOLUTION
1. Draw course line and measure TC.
2. DC 9R or L.
TC /- DC 256 9
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SOLUTION
1. Draw course line and measure TC.
2. DC 9R.
3. Compute TH.
TC /- DC TH 256 9 265
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SOLUTION
1. Draw course line and measure TC.
2. DC 9R.
3. Compute TH.
4. Add/subtract VAR.
TC /- DC TH /- VAR 256 9 265 2
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SOLUTION
1. Draw course line and measure TC.
2. DC 9R.
3. Compute TH.
4. Add/subtract VAR.
5. Compute MH.
TC /- DC TH /- VAR MH 256 9 265
2 267
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SOLUTION
1. Draw course line and measure TC.
2. DC 9R.
3. Compute TH.
4. Add/subtract VAR.
5. Compute MH.
6. Add/subtract DEV.
TC /- DC TH /- VAR MH /- DEV 256 9
265 2 267 2
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SOLUTION
1. Draw course line and measure TC.
2. DC 9R.
3. Compute TH.
4. Add/subtract VAR.
5. Compute MH.
6. Add/subtract DEV.
7. Compute CH.
TC /- DC TH /- VAR MH /- DEV CH 256
9 265 2 267 2 269
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For light background reading FM 3-04.240,
Chapter 1, Paragraph 1-35 through 1-41 and
Chapter 6, paragraph 6-1 through 6-7
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Questions?
End of Day 4
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