Pilot Training Didn't Prepare Me To Handle This Situation

[GrahamW]

[flysouth]

The pilot here should know that the "limit" for crosswinds in the POH is not a limit at all - it is simply the maximum demonstrated x-wind component against which the aircraft has been tested and successfully landed. This anomaly can have been due to lack of stronger winds during the actual flight testing phase for certification of the aircraft.

I have landed my Grumman AA1A in 40+ mph x-winds several times over the years whilst the handbook states 13 mph, and no real problem at all.

[ddevos]

The pilot here should know that the "limit" for crosswinds in the POH is not a limit at all - it is simply the maximum demonstrated x-wind component against which the aircraft has been tested and successfully landed. This anomaly can have been due to lack of stronger winds during the actual flight testing phase for certification of the aircraft.

I have landed my Grumman AA1A in 40+ mph x-winds several times over the years whilst the handbook states 13 mph, and no real problem at all.

This tells me that you certainly know how to land your plane properly and safely and anybody will be in safe hands flying with you. The question is, if you put a rather inexperienced pilot in your aircraft, would he or she be able to land successfully in those kind of crosswinds without any damage to the aircraft? Of course that doesn't mean other experienced pilots will automatically be able to match your abilities, some people are just better at piloting than others, that's just how life works, in the same way that some racing drivers are better than others in the same cars.

[flysouth]

The pilot here should know that the "limit" for crosswinds in the POH is not a limit at all - it is simply the maximum demonstrated x-wind component against which the aircraft has been tested and successfully landed. This anomaly can have been due to lack of stronger winds during the actual flight testing phase for certification of the aircraft.

I have landed my Grumman AA1A in 40+ mph x-winds several times over the years whilst the handbook states 13 mph, and no real problem at all.

This tells me that you certainly know how to land your plane properly and safely and anybody will be in safe hands flying with you. The question is, if you put a rather inexperienced pilot in your aircraft, would he or she be able to land successfully in those kind of crosswinds without any damage to the aircraft? Of course that doesn't mean other experienced pilots will automatically be able to match your abilities, some people are just better at piloting than others, that's just how life works, in the same way that some racing drivers are better than others in the same cars.

I agree, but until I understood that the POH has only a demonstrated max. x-wind component, I would not have even considered landing in any stronger wind. Once I knew this fact I could then see that there was no mandatory limit and that encouraged me to experiment with increasing crosswinds.

And so learning proceeds with growing knowledge - but if a thing is deemed possibly dangerous or even prohibited, then the pilot is probably and strongly discouraged from such learning.

[jimdavis]

The pilot here should know that the "limit" for crosswinds in the POH is not a limit at all - it is simply the maximum demonstrated x-wind component against which the aircraft has been tested and successfully landed. This anomaly can have been due to lack of stronger winds during the actual flight testing phase for certification of the aircraft.

I have landed my Grumman AA1A in 40+ mph x-winds several times over the years whilst the handbook states 13 mph, and no real problem at all.

My AA1B (basically the same aircraft) also had a demonstrated crosswind placard of 13 mph, and it would handle strong crosswind landings happily. BUT a 13 knot direct crosswind from the left was the absolute maximum it would handle on takeoff.

With a casting nosewheel I had to use so much right brake that she would never accelerate to flying speed.

jim

[Lood]

I think it was during my conversion onto the V-tail Bonanza that my instructor told me to be very careful when taking off with a strong crosswind from the left, and whenever possible, to use the opposite runway instead.
I know I should remember, but I think a strong enough cross wind, together with the normal left turning tendency, could overpower the V-tail and you might end up not being able to keep the aircraft straight.

I found that very valuable and have used it ever since, regardless of the airplane I'm flying.

[Jean Crous]

Having most of my couple of flying hours on Taildraggers, one tends to gather as much info as possible regarding operating techniques of Taildraggers. This is where I learned that the crosswind landing and take off, should always have the prop turning into the direction from which the wind is. With a nose-gear aircraft, it becomes even more of a breeze to operate in a crosswind
Jean

[JCA]

Having most of my couple of flying hours on Taildraggers, one tends to gather as much info as possible regarding operating techniques of Taildraggers. This is where I learned that the crosswind landing and take off, should always have the prop turning into the direction from which the wind is. With a nose-gear aircraft, it becomes even more of a breeze to operate in a crosswind
Jean

Of course with some of the smaller taildraggers, facing a strong crosswind, it could be easier to land on the very wide runway.....

[SimplyFly]

....The question is, if you put a rather inexperienced pilot in your aircraft, would he or she be able to land successfully in those kind of crosswinds without any damage to the aircraft? Of course that doesn't mean other experienced pilots will automatically be able to match your abilities, some people are just better at piloting than others, that's just how life works, in the same way that some racing drivers are better than others in the same cars.

The hard reality is that an aircraft's design and handbook must be aimed at below-average pilots. We pilots can be an egotistical bunch, but whether we like it or not, half of us will always be below average. That is is kind-of what average means.

It reminds me of the story of the big trade union that went on strike when they figured that half of of their members were earning less than the average wage.

I know that any statistician can shoot this argument full of holes. My point is that is each of us is probably below average in at least some aspects of what we do.

Simply.

[Jean Crous]

Having most of my couple of flying hours on Taildraggers, one tends to gather as much info as possible regarding operating techniques of Taildraggers. This is where I learned that the crosswind landing and take off, should always have the prop turning into the direction from which the wind is. With a nose-gear aircraft, it becomes even more of a breeze to operate in a crosswind
Jean

Of course with some of the smaller taildraggers, facing a strong crosswind, it could be easier to land on the very wide runway.....

Across the very wide runway
J

[JCA]

Having most of my couple of flying hours on Taildraggers, one tends to gather as much info as possible regarding operating techniques of Taildraggers. This is where I learned that the crosswind landing and take off, should always have the prop turning into the direction from which the wind is. With a nose-gear aircraft, it becomes even more of a breeze to operate in a crosswind
Jean

Of course with some of the smaller taildraggers, facing a strong crosswind, it could be easier to land on the very wide runway.....

Across the very wide runway
J

This would then be along the longest length. To land on the very wide runway implies landing on the shortest length. ie into the (cross)wind.

[JCA]

Flying training with Techair at Charles Prince airport in Zim had us landing Cherokee 140's on this path. Touch down on the Eastern edge of 32 and stopped before the pumps. Grass length 171 M (560Ft)

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