Crosswind Components

It's not all that hard. I don't break out the calculator, but I've got a math brain so it's not all that hard. I DO, in fact, need to pull out the chart more often because if I ever torque a landing gear truck and damage an airplane, they're certainly going to pull it out during the hearing.
 
Not gonna going to get into a measuring contest with an amat, but I will tell you how it is. We have limitations, and we should not exceed them. Without going into details over your head we usually respond to ATC when they try to put us in a corner with a curt "unable". If you cant do the math precisely be prepared to pull out the speed cards. As I said, my comments were directed at professionals, not someone who has no desire to learn more than the pts of a pp sel certificate.
 
Dan64456 said:
And I'm sure "professional" airline pilots sit there with calculators after getting the winds to figure out the crosswind component to the exact decimal.
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No, but I do look at the crosswind component chart plus the table that gives us max allowable winds for a given angle.
 
Doug Taylor said:
It's not all that hard. I don't break out the calculator, but I've got a math brain so it's not all that hard. I DO, in fact, need to pull out the chart more often because if I ever torque a landing gear truck and damage an airplane, they're certainly going to pull it out during the hearing.
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That was kinda what I was getting at. Either you can do the math or pull out a chart. Or when in doubt ask for a different runway.
 
granlistillo said:
dude have you been drinking? or are you a moron? Seriously I dont see any other possibilities.
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Dan,
Heading off to bed. Sorry I reacted like a tool and I apologize. Your rule of thumb is pretty darn close, and should give a quick indication if a more precise determination is required. In certain circumstances, especially when we are talking tailwind components, ACARS, a calculator or chart may be required. I highly recommend that these rule of thumbs, be backed up by understanding of the wind triangle/ unit circle.
Peace
 
granlistillo said:
Dan,
Heading off to bed. Sorry I reacted like a tool and I apologize. Your rule of thumb is pretty darn close, and should give a quick indication if a more precise determination is required. In certain circumstances, especially when we are talking tailwind components, ACARS, a calculator or chart may be required. I highly recommend that these rule of thumbs, be backed up by understanding of the wind triangle/ unit circle.
Peace
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Hey no big deal, sorry I responded the way I did as well... Talking tailwinds I can definitely see where you would need to take it one step further... I certainly recommend understanding the wind triangle to all pilots as well, but I do like that rule of thumb since it's pretty close...
 
drunkenbeagle said:
Okay, had this as a question for an A/C checkout recently:

ASOS reports winds 320@30. Demonstrated Crosswind Component 15kts. Landing RWY 29, will the demonstrated crosswind be exceeded?

I said not enough information to answer the question.

Comments? Am I being silly? The point of the question was probably to show if you know how to use a whiz wheel. (I do the math in my head).

Discuss.
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Simplest way to solve this. 320-290=30

Add 20 (20 is constant in all scenarios) to 30 and you get 50.

50 percent of the wind in kts equals 15. A 15 knot crosswind component does not exceed the demonstrated component.
 
granlistillo said:
Not gonna going to get into a measuring contest with an amat, but I will tell you how it is. We have limitations, and we should not exceed them. Without going into details over your head we usually respond to ATC when they try to put us in a corner with a curt "unable". If you cant do the math precisely be prepared to pull out the speed cards. As I said, my comments were directed at professionals, not someone who has no desire to learn more than the pts of a pp sel certificate.
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Wellll, technically max cross wind components aren't limitations, that's where it's up to the pilot to decide what is safe and unsafe. What killtron said essentially. You're looking at giving it a shot, and if it feels bad go around or go home. Be on your A-Game however, as you can get pretty badly hosed if you try something ridiculous and get burned (e.g. 50kt crosswind in a 172).
 
In the airline sense they do become limitations. GA, its just a suggestion. 17kts in a 172 is rather tame compared to what it can do.





As far as how I judge it? I typically just land. If my crab angle is such that i'm flying across the runway so be it, I'll just land and rollout on to the turn off. As long as I touch down in the big white box I'm all set:D
 
OldTownPilot said:
In the airline sense they do become limitations. GA, its just a suggestion. 17kts in a 172 is rather tame compared to what it can do.





As far as how I judge it? I typically just land. If my crab angle is such that i'm flting across the runway so be it, I'll just land and rollout on to the turn off. As long as I touch down in the big white box I'm all set:D
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You're right aren't you, 121 demonstrated = max. 135 not so much, I forgot about that.
 
ppragman said:
You're right aren't you, 121 demonstrated = max. 135 not so much, I forgot about that.
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I understand that max demonstrated is a certification issue. However we have limitations, and if you break em then not even the union can do much for you...
 
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