CH.VII.A.K5a

From the FAA library

• Pilot's Handbook of Aeronautical Knowledgep. 16-9
  Chapter 16: Navigation › Effect of Wind

  determining the amount of drift, the pilot can counteract the effect of the wind and make the track of the aircraft coincide with the desired course. If the mass of air is moving across the course from the left ... aircraft drifts to the right, and a correction must be made by heading the aircraft sufficiently to the left to offset this drift. In other words, if the wind is from the left, the correction is made by pointing…

• Aeronautical Information Manualp. 5-3-33
  Chapter 5. Air Traffic Procedures › Section 3. En Route Procedures › 5-3-8. Holding

  entry turn from aircraft heading upon arrival at the holding fix; +/- 5 degrees in heading is considered to be within allowable good operating limits for determining entry. When using RNAV lateral guidance for holding, it is permissible to allow ... execute a fly-by turn beginning at an excessively large distance from the holding fix. Reducing speed to the maximum holding speed at least 3 minutes prior to reaching the holding fix and using the recommended 25 degree bank angle…

• Helicopter Flying Handbookp. 11-26
  Chapter 11: Helicopter Emergencies and Hazards › VFR Flight into Instrument Meteorological Conditions

  Heading and Trim – pick a heading known to be free of obstacles and maintain it. This will likely be the heading you were already on, which was planned and briefed. Set the heading bug, if installed, to avoid overcontrolling your ... airspeed. Each encounter with UIMC is unique, and no single procedure can ensure a safe outcome. Considerations in determining the best course of action upon encountering UIMC should include, at a minimum, terrain, obstructions, freezing levels, aircraft performance and limitations…

• Airplane Flying Handbookp. 4-2
  Chapter 4: Energy Management: Mastering Altitude and Airspeed Control › Viewing the Airplane as an Energy System › A Frame of Reference for Managing Energy State

  varies with changes in wind speed and direction. Note that changes in indicated altitude and airspeed are attained through forces resulting from the pilot’s direct manipulation of the controls. These direct control inputs determine the airplane’s ability ... groundspeed are affected by “external” factors, such as varying terrain elevation and wind, which the pilot cannot alter. Of course, the pilot should manipulate the airplane’s energy in such way as to minimize any risks associated with terrain…