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Recently, Matt Whiting posted:
I don't see how you get a 5 kph difference with 18m altitude difference. The chart expresses the difference as a factor relative to 1 as it can't give an absolute wind velocity difference without knowing the base velocity at 1m which is where the chart starts. [...] The conditions in the original post is that the winds were 10 kts. *reported by ATIS*. I don't know how one would translate that into wind speed at the point of touchdown with any accuracy, but it's a safe bet that the height of the wing doesn't much matter in this scenario. One can be factually correct, yet irrelevant. Neil |
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In article ,
"Neil Gould" wrote: Recently, Matt Whiting posted: I don't see how you get a 5 kph difference with 18m altitude difference. The chart expresses the difference as a factor relative to 1 as it can't give an absolute wind velocity difference without knowing the base velocity at 1m which is where the chart starts. [...] The conditions in the original post is that the winds were 10 kts. *reported by ATIS*. I don't know how one would translate that into wind speed at the point of touchdown with any accuracy, but it's a safe bet that the height of the wing doesn't much matter in this scenario. One can be factually correct, yet irrelevant. Neil It all boils down to: 1. ATIS is only a guide about landing conditions. 2. Use every control available to correct for drift and to keep the plane straight on landing. 3. Use flaps as necessary (you may not want flaps with high crosswinds). 4. You, the pilot, are responsible for controlling the plane until it is parked and the engine shut down -- not the air traffic controller, not the weather observer, not the FBO. |
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