Skywest X-wind Limit

Gonzo

Gonzo

Well-Known Member
What is the X-wind limit for you guys. Because you guys just land with a 35 kt x-wind.
 
Not sure which plane you saw. I can't speak for the RJ, but the max DEMONSTRATED for the EMB is 30 knots. . . . 35 is doable. :) (Captain only above 20 knots unless you are flying with a check airman AND he/she trusts you.)

Seen lots of 30 ish knot cross winds this winter in the Wyoming area. Good times.
 
Gonzo said:
At least they only landed in 35kt x-wind. We just had a dbag crew land in a 39kt x-wind. By the way you guys had a plane takeoff in a 35kt x-wind.
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So what's your guys' crosswind limit? There's major differences between carriers and aircraft.
 
Gonzo said:
At least they only landed in 35kt x-wind. We just had a dbag crew land in a 39kt x-wind. By the way you guys had a plane takeoff in a 35kt x-wind.
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39 knots at 90 degrees to the runway? [ clarifying ]
 
I don't know, but if the max XW is only a demonstrated number as was stated earlier then there's not a limit unless the company imposes one via policy or you don't feel comfortable in it. Every plane and carrier seems to be different. The Q has a limit of 32 on hard surfaces, the saab had a demonstrated and not found limiting number of 35 IIRC. Landed in a lot more than that more than once in the mighty Saab, ahh I do not miss flying in HPN...
 
I was just asking because we have a hard limit of 30kts including the gust. The ZW CA jumpseater said it was above their x-wind limit of 27kts. PCNL didn't even try to land. FYI: the wind was 270@37G46 landing runway 21.
 
Done 45+ in the 207, that's with a direct 90 degree crosswind, but had to do it, it was that, or fly circles until I ran out of gas.
 
FlyChicaga said:
Eh, it's max demonstrated. Not really a limitation. ;)
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Well that's the thing, I don't know how 121 works, but in my GOM at many jobs there's been nothing published as a limit. Here is different, we have a limit, but not everywhere is like that. What's wrong with landing in a 39kt crosswind if done safely and competently?
 
ppragman said:
Well that's the thing, I don't know how 121 works, but in my GOM at many jobs there's been nothing published as a limit. Here is different, we have a limit, but not everywhere is like that. What's wrong with landing in a 39kt crosswind if done safely and competently?
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Nothing! Just gets the "Nancy Boys" all twitterpated.:yup: I have not seen over 30kts at 90* in the 207 but it was a non event up to 30. Correct me if I'm wrong but I always thought a 207 was just a touch smaller than an RJ, SAAB, or EMB 120?:pirate:
 
ppragman said:
Well that's the thing, I don't know how 121 works, but in my GOM at many jobs there's been nothing published as a limit. Here is different, we have a limit, but not everywhere is like that. What's wrong with landing in a 39kt crosswind if done safely and competently?
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Wind forces on the tail/rudder/body can overwhelm noise wheel steering, leading to tire failure, loss of control etc.

In the q, if you lose noise wheel steering in a strong gust at 140 kts, your going off the runway.
 
Cheyenne said:
Nothing! Just gets the "Nancy Boys" all twitterpated.:yup: I have not seen over 30kts at 90* in the 207 but it was a non event up to 30. Correct me if I'm wrong but I always thought a 207 was just a touch smaller than an RJ, SAAB, or EMB 120?:pirate:
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Heh, that's what I mean, you've got a lot more inertia in bigger airplanes. The 1900 was awesome in a crosswind, and we saw some ridiculous crosswinds and gusts in Dutch Harbor and Kodiak as well as in South East that would have been terrifying in a sled, but the 1900 handled them like a champ. Now, I suspect that power steering might complicate this sort of flying a bit, but thus far in my experience (to include the Van and now the 99 as PIC) the bigger the airplane, the easier it has been to land in a crosswind. That said, I know next to nothing about how NWS works in bigger ships works, or more importantly, how it flies.
 
TUCKnTRUCK said:
Wind forces on the tail/rudder/body can overwhelm noise wheel steering, leading to tire failure, loss of control etc.

In the q, if you lose noise wheel steering in a strong gust at 140 kts, your going off the runway.
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What speed are you touching down at in the q and what speed are you putting the nose on the pavement?
 
We have ref speeds that get up to 150 knots. We then don't have brakes for 5 second. If a gust excess what the ruder can compensate for it all goes to the nose. If the nose steering cuts out, you've got nothing.


-typing on my phone, sorry for the grammar
 
Id say look at the cal accident in denver. Not really a huge xwind, but when you start talking high speeds and big weights, things go badly a lot faster.

At the same time, yes the airplane is usually able to handle these events with les s effect noticed.

I'd say an xwind landing in the q is much easier than a 172, but when it goes wrong, it does so in much more dramatic fashion
 
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