Xwind Calculation at Airlines

bc2209

bc2209

Well-Known Member
How are you guys calculating the crosswinds at your airline?

Considering you have a set max crosswind limit how do you accurately determine the crosswind?
 
At our airline we have a table for quick reference with our performance cards. Just look at angle and wind velocity and see really quickly crosswind and headwind component.
 
ACARS aerodata. It's pretty fool proof. If you can land, you get information. If you will exceed a limitation, it'll come back and essentially say why, in a round about way.
 
bc2209 said:
How are you guys calculating the crosswinds at your airline?

Considering you have a set max crosswind limit how do you accurately determine the crosswind?
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Sailing-test-the-wind.jpg
 
Limits are made to be broken.

Or... enter it in the FMS will then compute the headwind/ tailwind/ crosswind and inform you of a limit.
 
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Screaming_Emu said:
Plus in a lot of cases the limits are just "demonstrated."

That said, exceed that and smack something on the runway you will have some explaining to do. Not with the risk trying to be a hero.
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A New Engined European airplane has a max certified takeoff limit of 35 knots, but a demonstrated landing limit of 38 knots. Yet her (?) sisters have a demonstrated limit of 38 knots for both takeoff and landing. Knot sure how that works.
 
Screaming_Emu said:
Plus in a lot of cases the limits are just "demonstrated."

That said, exceed that and smack something on the runway you will have some explaining to do. Not with the risk trying to be a hero.
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As some of your boys found out, even doing everything right can result in bending metal. It's best to have all your ducks in a row just in case that happens.

And it was spicy that day, though under our crosswind limitations.
 
Nark said:
A New Engined European airplane has a max certified takeoff limit of 35 knots, but a demonstrated landing limit of 38 knots. Yet her (?) sisters have a demonstrated limit of 38 knots for both takeoff and landing. Knot sure how that works.
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The 38 knot demonstration was performed by a highly skilled and experienced engineering test pilot who knows how to extract the maximum performance from the airplane, whereas half of the airline pilots out there graduated in the bottom half of their class. The FAA and manufacturer know this and act accordingly.
 
fholbert said:
I flew was a guy who said;

"Son, you'll run out of guts before you run out of rudder." ​

In 44 years of flying I've yet to run out of rudder.
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Landing with full deflection builds character. I've run out of rudder in more than one airplane.


Sent from my StarTac using Etch A Sketch.
 
fholbert said:
Might depend on the model?
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Absolutely. For me it was in a Cherokee Six. The winds would howl in Skagway, AK.

I've maybe, once almost run out of rudder in my Stinson. Nothing sticks out. However, I'm not at a point where I need to "get out there and fly!"

Not a direct correlation, but I've run out of "pedal" in the TH-67. It's called Loss of Taileotor Effectiveness /LTE. The Blackhawk doesn't really have that problem. At least not in the environments I typically fly.
 
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