Hope this helps others

[DoubleB]

I am probably not the first nav student to spot this, but I thought it was worth a mention.

 

I have an ASA E6-B Flight Computer (Metal), and on the wind correction side there are instruction

 

at the top "For Ground Speed and True Heading" if you use this to calculate drift and magnetic heading, you will get opposite drift, (groundspeed as well). In point two it states "Mark Wind Velocity up from Centre Point" when in fact you need to mark the wind velocity down from the centre point to get the correct drift and groundspeed.

 

If anyone has one of these Flight computers, can you give me some feedback, as I have been using

 

it as written and wondering why I was reversing my drift etc. I will also make the point that in the Dyson-Holland nav instruction it does state to mark the wind velocity below the centre mark, but I did not spot the difference until I had re-read the nav instruction, because I thought I was doing something wrong. The heading "For Ground Speed and TRUE Heading" might be a clue but I was following the directions on a technical piece of proven equipment, so how could it lead me astray.

 

 

[facthunter]

Doesn't answer your question directly, but you must find a method of checking the answer you get. I draw a triangle of velocities.( size and direction) to check . Things to remember like" the wind moves you from heading and airspeed to track and groundspeed". You are really only doing tha same on the gadget you are using.

 

Beware also of some imported mini computers for planning that use terms that are not in common usage in Australia.

 

Converting the compass from Compass to true can build an error in, if the figures are wrongly applied. Compass- Deviation- Magnetic-Variation-True. . CDMVT.( Can Dead Men Vote Twice.) . Nev

 

 

[Tomo]

If the wind is 270/15, that means if you're facing west you will have 15kts in your face, right? So marking up from the centre point if you have 270 on the true index scale, would be correct in this instance as it's a 'head' wind.

 

Left crosswind, lesser heading (subtract)

 

Right crosswind, increase heading (add)

 

 

[ossie]

I am probably not the first nav student to spot this, but I thought it was worth a mention.I have an ASA E6-B Flight Computer (Metal), and on the wind correction side there are instruction

at the top "For Ground Speed and True Heading" if you use this to calculate drift and magnetic heading, you will get opposite drift, (groundspeed as well). In point two it states "Mark Wind Velocity up from Centre Point" when in fact you need to mark the wind velocity down from the centre point to get the correct drift and groundspeed.

 

If anyone has one of these Flight computers, can you give me some feedback, as I have been using

 

it as written and wondering why I was reversing my drift etc. I will also make the point that in the Dyson-Holland nav instruction it does state to mark the wind velocity below the centre mark, but I did not spot the difference until I had re-read the nav instruction, because I thought I was doing something wrong. The heading "For Ground Speed and TRUE Heading" might be a clue but I was following the directions on a technical piece of proven equipment, so how could it lead me astray.

I reckon you're not applying the wind correctly......follow the instructions on the E6-B and you wont go wrong.

 

Check this out, it will clear things up for you.....

 

 

 

[DoubleB]

Thanks Oossie, the utube instruction is exactly how I have been using the wind side of the E6-B, however my drift is always opposite to what it should be. The dyson - holand nav

 

instruction clearly states that the wind mark should be below the centre point and not above. I have cofirmed this with my instructor and he has agreed. I have also tested the

 

theory and it works. I appreciate the comments and the effort you went to to upload the utube instruction thanks again.

 

 

[ossie]

Okay, sounds like you have a very 'unique' E6-B...!!

 

How bout posting up some pics so we all can see

 

 

[BruceScott]

I have the Dyson Holland books and I went to the page where it explains the wind drift calc on the e6b, the way that the book shows to do it is different to the instructions on the e6b.

 

But the end result is the same both ways.

 

If you follow the instructions clearly in the DH Manual you will get the desired result.

 

It is just a different method of getting it.

 

Because the manual has a copyright on it I did not want to go into the specifics of the DH instructions, you just need to remember that the outcome in fig 1.2.7 on page 23 is the calculated true heading of 235, you do not need to take the 5 degree left drift off.

 

Doing it the way the e6b says will show a wind drift of 5 degrees right so you would add 5 to 230 to get 235.

 

Same result, different ways of doing it.

 

Hope that helps you doubleb

 

Cheers

 

Bruce

 

 

[DoubleB]

Thanks all your input has been most helpful, I think it may be a case me over-thinking the problem, so back to e6b and practice.

 

 

 

[BruceScott]

Hi DoubleB

 

Best option is to use the instructions on the e6b

 

Easier than the DH Manual but you need to alter the slide rule on the e6b to get the result and manually add or subtract the wind drift

 

 

[bones]

sorry found the answer in the video clip above :)

 

 

[Guest Howard Hughes]

Get yourself a CR-5, easier to use in flight and fits in your pocket.

 

 

[dazza 38]

I agree HH, I own both, but use the CR.

 

 

[coljones]

I convert all my True tracks to magnetic and write them up onto my planning sheet before I drag out the E6B and then do all my calcs in magnetic because my magnetic compass is my primary nav instument.

 

I think the method shown by D-H and also in the book for my Griffin Computer (from the 60s) is better for calculating drift from heading and track made good so you can work out the actual wind vector.

 

There is not enough room on the Jabiru's navigator's table for calculating actual wind vectors or taking star sights so I will stick to the E6B on the ground and error correcting using pre-planned waypoints in the air (but never say never).

 

col