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References in periodicals archive ?
The wind correction angle will change with every heading change you make around the DME arc, so you'll need to experiment with heading changes each time you turn to remain on the arc.
Another way to make the airplane do the work is to find the right wind correction angle and fly it.
If you've never used a whiz wheel, it has two main parts: a circular slide rule side for making quick airspeed and density altitude calculations (to name two), plus a wind side for computing groundspeed and wind correction angle. The slide portion or the circular slide rule is packed with quick-reference data, including crosswind correction, or the angle between the wind direction and true course.
But if TAS and GS are the same and there isn't a wind correction angle, I'm accustomed to thinking there isn't any wind.
This difference between the magnetic course and the magnetic heading is called the wind correction angle. More important, though, is the question of what happens when I crab my little (or your large) airplane away from my desired heading.
It had a clear viewport in the bottom of the cockpit with a rotating grid so that the pilots could precisely determine wind correction angle by aligning the grid with ground reference lines like roads or field boundaries.
We use the winds aloft to calculate our wind correction angle and apply it to the true course to arrive at the true heading.
So you point your nose back into the wind again, perhaps double what you had for a wind correction angle, because you've got to get back on the centerline.
If you're not up for figuring out wind correction angles on a traditional E6-B (see the sidebar above), the GX-3 has plenty of capability.
Mentally, we all likely learned from the same old-school system of building paper flight logs that take us from VOR to VOR using headings, wind correction angles and shooting cross-radials to identify checkpoints and compute groundspeed.