I'll start another thread about WOD.
http://dictionary.babylon.com/wod/"VFA-13 Aviation Glossary
Wind Over Deck. The relative wind caused by an aircraft carrier's motion. Usually the carrier is turned so the actual wind is aligned down the axial [here I think this definition found online is in error - it should say 'angle' instead of 'axial' but perhaps times have changed] carrier deck during recovery."
The wind likely does not blow steadily in force or direction so in any event some averaging out is necessary by carrier to get an average WOD (with other factors). The carrier may deviate from a defined BRC by one or two degrees if conditions require it but probably if WOD is within limits set (from practical experience on that particular carrier) then the carrier remains on a steady course while the sea wind fluctuates slightly so then will the WOD. On old slow carriers finding wind was important while 'searching for wind' by looking for 'wind lanes' on a calm ocean could consume everyone onboard. This will never be a problem on a CVN though. It makes WAVES!
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EDIT Did some LSO NATOPS researching to discover this:
http://www.robertheffley.com/docs/CV_environ/00-80T-104--LSO%20NATOPS.pdf(LSO needs) Accurately calibrated
relative wind indicator (RHW). 1997 LSO NATOPS
EXCESSIVE WIND-OVER-DECK OPERATIONS (RHW=Relative Head Wind or WOD)
Turbulence and ramp burble increase significantly with RHW values in excess of optimum, resulting in an increased frequency of high landing gear loading. Winds starboard of the angle also adversely affect recovery conditions. The burble, aft of the ramp, becomes stronger and moves closer to the ship as the magnitude of recovery crosswind is increased. The airflow disturbance requires corrective pilot technique if the recovery crosswind exceeds 7 knots for all carriers. Even with corrective pilot technique sinking speeds 3 to 6 feet per second in excess of those experienced during normal (no recovery crosswind) operations can be expected. For these reasons, recovery headwind should be maintained as closely as possible to the optimum velocity and the
centerline of the landing area. Shipboard aircraft recovery operations with recovery crosswinds in excess of those specified should be avoided.
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http://www.vaw120.navy.mil/NATOPS/UE_Instructions/LSO%20NATOPS.pdf2007 LSO NATOPS
(RHW = Recovery Head Wind)Wind Over Deck (WOD) Requirements
RHW should be maintained as close as possible to the optimum velocity and the centerline of the landing area.
CAUTIONThe LSO shall immediately inform the air officer of any adverse wind
conditions unsafe to aircraft recovery, and the air officer shall inform the
LSO of downwind recovery situations. EMCON conditions permitting,
pilots shall be advised of adverse wind conditions or downwind recoveries.
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EXCESSIVE WIND-OVER-DECK OPERATIONSTurbulence and ramp burble increase significantly with RHW values in excess of optimum, resulting in an increased frequency of high landing gear loading. Excessive crosswinds adversely affect recovery operations. If the recovery crosswinds exceed 7 knots, rates of descent 3 to 6 feet per second in excess of those experienced during normal operations can be expected, even with corrective pilot technique.
Shipboard aircraft recovery operations with recovery crosswinds in excess of 7 knots require the approval of the CV/N commanding officer.