E6B Flight Computer
 

I have heard many different names and different ways of calculating it, post your name and your way of calculating it: when your track is 090 degrees and there is a wind at 11 knots from the North, and your flying at a speed of 100mph, what is your heading with the wind and still gonna end up at the destination!:confused::confused:

lolwut????

I think that what Bates106 is trying to ask is, how do you calculate a heading when given a track, wind and TAS. I am unable to assist him on how to do this with a E6B as I use a Jepp CR-2 (They are different right?)

on the back (obviously) get the low speed side of the table:
I put the centre point on an airspeed, such as 100kt... (Somethnig even, or at least on a grid line) and i turn the glass so N is against the arrow (provided wind is north after magnetic variation) and i put a pencil mark 11kt's above the centre point. Then i turn it to my track. I move the pencil mark up or down to my TAS line, the centre point is my ground speed, and the number of marks off indicates track error.. for every line is 2° Track error, with this you have to alter heading to the direction that the pencil mark is in.

:ok:Pyro

Check out the big brain on Pyro!:ok:

Used to love my E6B, and the fact that I can remember how to use it after many years shows how simple it is. Wonder if I can still do anything with a CR2?

Insert a flightplan on your GPS. Activate the flightplan. Set the CDI to whatever the GPS says. Bug the same on the DI/HSI. Put the AP on Omni - and let it rip!

Oh dear! I haven't used an E6B since I did CPL flightplanning 25 yrs ago and I stopped carrying a CR2 in my top pocket just for show about 10 yrs ago! Only ever used it to calculate TAS!

I assume from this thread that these things are still being used?? Geez Pyro, I am impressed. A Gen Y techno geek the master of a 60+ yr old piece of technology.

Dr :8

PS: When I saw the title of this thread I thought someone was looking for an E6B for a museum collection! :E

I think Bates is asking this;

Track 090; Wind 360/11; TAS 100.

I use the CR-3 (less pencil markings required than the E6B).

Your heading will be 084 and groundspeed 100.

As for a name for this method? :confused:

Or you could just use:

Drift = crosswind component divided by groundspeed in nm/min.
No headwind component, so g/s = 100 mph (close enough to 90 kt).


Crosswind = 11 kt, g/s (approx) = 1.5 nm/min, so there's 7 degrees of drift.

Hdg = 083.
No computer required except your brain.

E6B_Manual

By the way:

Your TAS is effectively reduced whenever there is any significant drift!

Effective TAS = TAS muliplied by cos(drift angle).

In the case above, it reduces your effective TAS by less than a knot. But you should consider it when you have a significant drift angle over long leg distances!

exactly, i was waiting for someone to mention ETAS. that should answer the second part of the original question, i think!

Actually, when using the E6B, the reduction in forward speed due to larger angles of drift is allowed for (that's why the speed lines are curved).
For anything larger than 10 degrees of drift when using a Jepps unit, you will need to refer to the immediate left of the TAS triangle. Reference the angle of drift and read off reduced TAS due to drift. Head/tail wind is then applied as per normal.

Think of it as if you were holding 90 degrees of drift. Your forward speed to start with (forget headwind) would be zero.:ok:

ps, FTDK, next time you need an AFR, come see me. Amazing how many people have forgotten how to navigate once their GPS has spat the dummy, especially if it has happened during the flight.:E

If I don't know what it is - how will I know if I need one?

Dr :8

Just whipped the "wizz-wheel" out and had a play....2 things surprised me...that I remembered how to use it, and that I could find it in the first place!!!!!

Thanks Bates!!

:)No prob!!!!!!!!!!:):):)

FTDK;

AFR? Same as a BFR, just CASA has given it a new name.
Please tell me it hasn't been so long since you've done one of those you forgot whet they were.....:}
Seriously, it is amazing how many people forget about them. Recent example, CASA says,
"Let's see....you forgot to check your radio volume and took off without clearance as the control zone went active....Four years since you last had a check you say....":rolleyes:

I went to the flight service office to check the notams and put in a flight plan, but it was all boarded up. (I was flying into an AFIZ, so I thought I'd better do the right thing). That meant there was no-one to check my fuel calculations and sign my plan, but in the end I decided to go anyway.
Then when I flew into a control zone, the controller got up me, said I should say my callsign last! What a cheek. I should report him to the DoA.
Maybe it's time I did one of those AFR things.

Who's the DoA? DCA you mean?

Anyway, as long as I call 30nm inbound to FS I should be fine. Mind you losing time stepping down to LSALT to minimise my time in capital city controlled airspace and then find the ceiling just went below circling is a bit of pain.

OK, I'll bite! What does AFR stand for?

For the record, I have never done an AFR, but I a check of the log books reveals 4 x BFRs over the last 27 years !! I guess that makes them SFRs - Septannual Flight Reviews!

Dr :8

What does AFR stand for????????????????:confused::confused::confused:

aeroplane flight review