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1Fix the driver behind crashes, sound loss and screen glitches2Clear out junk files and repair common Windows errors3Scan for outdated or missing drivers - takes under a minuteBefore using an E6B wind side, confirm two things: which way the wind direction is referenced (true or magnetic) and which units are being used for speed. Wind direction is the direction the wind comes from. Keep wind and course in the same reference frame, match wind-speed units to true airspeed, and then follow the instructions for your specific E6B model.
Decode the wind report first
In a U.S. METAR, the wind group gives direction in tens of degrees from true north and speed in knots. The direction is where the wind is coming from, not where it is blowing toward. The FAA’s Aeronautical Information Manual illustrates the format:
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13008KTmeans wind from 130° at 8 knots.08032G45KTmeans wind from 080° at 32 knots, gusting to 45 knots.
A variable-direction report such as VRB does not provide one fixed direction to plot. A range such as 280V350 indicates that direction varies across the stated range; it should not be treated as a single steady wind direction.
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The reporting source determines the direction reference. The FAA specifies true north for METAR wind direction, but magnetic north for direction in ATIS and ASOS/AWOS radio voice broadcasts. Gleim’s E6B instructions describe winds-aloft direction as true.
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That means you do not always convert the reported wind to magnetic before plotting. Instead, decide whether your course and wind inputs are both true or both magnetic. Do not mix a true wind direction with a magnetic course in the same wind triangle.
Choose one consistent reference workflow
| Workflow | Direction inputs | Where variation is applied | Initial result |
|---|---|---|---|
| True-reference | True course and true wind direction | After the wind calculation, convert true heading using magnetic variation | True heading |
| Magnetic-reference | Magnetic course and wind direction converted to magnetic, when needed | Convert the wind direction before plotting | Magnetic heading |
The E6B manual demonstrates the true-reference approach. Gleim explains a magnetic-reference approach. Either can work if you follow the selected E6B’s instructions and keep the inputs in one reference frame. Apply variation using the local value and the east/west convention specified by the chart or E6B instructions.
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Match wind speed and true airspeed units
For U.S. METARs, wind speed is reported in knots. If the aircraft’s POH gives true airspeed in miles per hour, convert that speed to knots before using a knots scale on the E6B. Gleim specifically calls out this unit alignment. Do not assume every weather source uses knots: the Aviation Weather Center notes that other countries may report wind in kilometres per hour or metres per second. Check the units shown by the source you are using.
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- Identify the E6B model and use its own wind-side directions; scales and intervals can differ.
- Set wind direction at the TRUE INDEX if instructed by that model’s manual. On the cited E6B manual’s method, mark the wind-speed dot from a convenient grommet reference.
- Align the course at the index and move the slide until the wind dot lies on the true-airspeed arc.
- Read groundspeed below the grommet. Read wind correction angle from the dot’s position relative to the center, as directed by the manual.
- Convert the resulting true heading to magnetic if you used the true-reference workflow, or use the magnetic result if you followed a magnetic-reference method.
As an illustration of its procedure, the cited E6B manual uses wind from 230° at 18 knots, true course 090°, and TAS 125 knots; its worked example gives 138 knots groundspeed and a 5° right wind correction angle. Those are the manual’s example results, not independent test measurements.
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Use current, relevant weather information
Wind observations and forecasts depend on location and time. The FAA AIM advises checking weather-product issue and valid times, currency, and relevance. This conversion method does not establish the wind conditions for a particular flight; use the current, applicable weather information and current procedures before operational use.
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