What's the most wind you've ever landed in?
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shitdisturber
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quickflight
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hurricane season in Central America,
44kts 80 degress to the runway in a 207, hurricane evacuation, gotta do what ya gotta do.
and all i know for the 208 was we never didn't fly because of winds durring evac, and it would get above 60kts when the hurricanes where approaching. and because they are smart most of the runways always have a crosswind usually around 60-90 degrees.
ohya did i mention the runways are only 18-25ft wide. other than the international and one other one which is 40ft.
thank god though there aren't much obstructions so not much sheer
44kts 80 degress to the runway in a 207, hurricane evacuation, gotta do what ya gotta do.
and all i know for the 208 was we never didn't fly because of winds durring evac, and it would get above 60kts when the hurricanes where approaching. and because they are smart most of the runways always have a crosswind usually around 60-90 degrees.
ohya did i mention the runways are only 18-25ft wide. other than the international and one other one which is 40ft.
thank god though there aren't much obstructions so not much sheer
Should these posts not start off with, "There I was..."?
I've never flown a 'ho, but why, other than an emergency, would you land with a crosswind 45G65?
Is there not a max demonstrated crosswind in the book? Do you have such an understanding boss that in the event of an incident or accident, he wouldn't open the AFM to the max demo'd xwind section, look at the METAR and say to you, W.T.F???
There are obviously far greater risks involved than being scolded by your boss. (Passenger safety)
In considering what makes a good pilot, is good judgement less of a measure than dink size?
Maybe I'm too comfortable with my small pee-pee, or maybe after 25 years of flying I should start taking more risks to try to earn more respect.
Perhaps AVCANADA should consider starting a new forum entitled "There I was..."
It would attract all the great AV8Rs with threads such as, "How much time have you got (rounded to the nearest decimal point)", or "Tell us how you saved the day", or "I just can't BUY a bad landing", or how about "Dealing with my massive genitals".
Modesty. Try it sometime.
I've never flown a 'ho, but why, other than an emergency, would you land with a crosswind 45G65?
Is there not a max demonstrated crosswind in the book? Do you have such an understanding boss that in the event of an incident or accident, he wouldn't open the AFM to the max demo'd xwind section, look at the METAR and say to you, W.T.F???
There are obviously far greater risks involved than being scolded by your boss. (Passenger safety)
In considering what makes a good pilot, is good judgement less of a measure than dink size?
Maybe I'm too comfortable with my small pee-pee, or maybe after 25 years of flying I should start taking more risks to try to earn more respect.
Perhaps AVCANADA should consider starting a new forum entitled "There I was..."
It would attract all the great AV8Rs with threads such as, "How much time have you got (rounded to the nearest decimal point)", or "Tell us how you saved the day", or "I just can't BUY a bad landing", or how about "Dealing with my massive genitals".
Modesty. Try it sometime.
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Siddley Hawker
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Musta been a pretty good ride. Is that gravel crusher still there on top of the hill off to the right, the one you have to look up at on short final? 
I've landed on 16 with 60 kts, but only about 20-30 degrees off. The 767 ahead of us reported continuous severe turbulence from 3000 to the ground. He was right.
I've landed on 16 with 60 kts, but only about 20-30 degrees off. The 767 ahead of us reported continuous severe turbulence from 3000 to the ground. He was right.
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Cat Driver
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JayVee :
To answer your question.
" Is there not a max demonstrated crosswind in the book? "
Yes there is, however sometimes you have no choice but to land because I can't find the section in the book that tells you how to keep it in the air when the fuel runs out..
..and max demonstrated is not governing.... But running out of fuel because you couldn't figure out how to get it on the ground is governing..
Just thought I would clear up that part...
Cat
To answer your question.
" Is there not a max demonstrated crosswind in the book? "
Yes there is, however sometimes you have no choice but to land because I can't find the section in the book that tells you how to keep it in the air when the fuel runs out..
..and max demonstrated is not governing.... But running out of fuel because you couldn't figure out how to get it on the ground is governing..
Just thought I would clear up that part...
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
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just curious
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I've never flown a 'ho, but why, other than an emergency, would you land with a crosswind 45G65?...JayVee
Cat, although I suspect you are right, JayVee points out the real question here. Barring an engine out, cabin fire or the like, Deer Lake, unlike the Austin Days, has no avgas. It does these days have Pikum, Poplar Hill, North Spirit, and Sandy as an alternative place to land and wait out the winds.Yes there is, however sometimes you have no choice but to land because I can't find the section in the book that tells you how to keep it in the air when the fuel runs out..
..and max demonstrated is not governing.... But running out of fuel because you couldn't figure out how to get it on the ground is governing... Cat Driver
I suspect that the real reason might well have been that the pilot concerned didn't want to fly back to Island or Red Lake, and deal with off-loading freight, and crabby Deer Lake people. God knows the Raes can grumble with the best of them. I've gone into Deer with crappier conditions than had been described over the phone, and landed, prefering to to yield to my emotional health than physical.
Come to think of it, it's why I fly in the Arctic now instead. Tell people the weather sucks and they might die in the landing attempt, and they just stay home. Despite the Tomahawk Air crash in the 70's, folks in Deer Lake never caught on.
A better question might be: Would you land with a crosswind 45G65?... again?
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Cat Driver
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Just Courious :
Yup nothing in aviation is really cast in concrete. We just sometimes have to do what ever it takes to save our asses when we are faced with the unexpected.....
..I was not refeering to flying with Austin, rather my reference was to the high Arctic where as you know things can go to hell in a hurry sometimes....
Also we both know that the Arctic is not the only place on earth where we can be in situations where there is no weather forcast or actuals and the weather can change in a heartbeat, such as in the Sahara Desert where you have thousands of miles of nothing and at the wrong time of the year the change from CAVU to zero zero can happen in minutes.
Does anyone here think that demonstrated X/winds in the POH are what determines when we fly?
If so I can think of a few airplanes that would really be limited as far as commercial ops go....if you cancelled because the X/wind forecast exceeded the book demonstrated figure...
...and that was all I was trying to point out.
Cat
Yup nothing in aviation is really cast in concrete. We just sometimes have to do what ever it takes to save our asses when we are faced with the unexpected.....
..I was not refeering to flying with Austin, rather my reference was to the high Arctic where as you know things can go to hell in a hurry sometimes....
Also we both know that the Arctic is not the only place on earth where we can be in situations where there is no weather forcast or actuals and the weather can change in a heartbeat, such as in the Sahara Desert where you have thousands of miles of nothing and at the wrong time of the year the change from CAVU to zero zero can happen in minutes.
Does anyone here think that demonstrated X/winds in the POH are what determines when we fly?
If so I can think of a few airplanes that would really be limited as far as commercial ops go....if you cancelled because the X/wind forecast exceeded the book demonstrated figure...
...and that was all I was trying to point out.
Cat
The hardest thing about flying is knowing when to say no
After over a half a century of flying no one ever died because of my decision not to fly.
After over a half a century of flying no one ever died because of my decision not to fly.
The dash-8 has a max demonstrated x-wind of 36kts, but it will handle more than that. Basically when they tested the airplane, 36kts was all they could get. It's not a pretty landing, but it's safe. Although I don't think there is such a thing as a pretty landing in Dash, unless there is a 1/4" of standing water.
Common now Siddley..Severe turbulence??? Too many people report severe turbulence when at most it is moderate. Must be lots of people loosing control of thier aircraft. Suggest you do some research in your AIP as to the definition of SEVERE TURBUENCE. Did 75 kts is as much as i've tackled and it was moderate at most over the RIDGED coast of the avalon penninsula. Good ol' St John's.
"Shut up over there"
Thank you! I hear moderate to severe reported all the time, and I'm pretty sure that I have yet to see severe myself... and only moderate a handful of times. I was starting to think maybe it was me who didn't understood the difference. I think many people should, as you suggest, dust off their AIPs and see what it is they're reporting to those behind them.Carl wrote:Too many people report severe turbulence when at most it is moderate. Must be lots of people loosing control of thier aircraft.
Hi Cat Driver,
I tried to cover the obvious "need to land" situations, such as critical fuel, engine fire, etc, etc, with my line "other than an emergency."
I'm well aware that the maximum demonstrated crosswind is just that.; demonstrated. To use it as a cut and dried limitation without considering other factors would be ludicrous, however, as a guideline it's a simple number that I am aware of.
Unless my fires are burning out, or parts are detaching from the airplane, I'd be looking for other options before landing in a crosswind exceeding three times the max demo'd. I'm not a hero, and I'm not a test pilot, especially with pax on board.
BTW, I fly an airplane with its ailerons six feet inside the wingtip.
A Fairchild Escalade. 
I tried to cover the obvious "need to land" situations, such as critical fuel, engine fire, etc, etc, with my line "other than an emergency."
I'm well aware that the maximum demonstrated crosswind is just that.; demonstrated. To use it as a cut and dried limitation without considering other factors would be ludicrous, however, as a guideline it's a simple number that I am aware of.
Unless my fires are burning out, or parts are detaching from the airplane, I'd be looking for other options before landing in a crosswind exceeding three times the max demo'd. I'm not a hero, and I'm not a test pilot, especially with pax on board.
BTW, I fly an airplane with its ailerons six feet inside the wingtip.
A Fairchild Escalade. -
tundratire
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quickflight
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Siddley Hawker
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Well the aircraft in front, a B757 called it severe. We were in an F-27, ailerons stop to stop more than a few times, both gearbox low oil pressure lights winking at ya, empty coat hangars coming off the rod. I have no idea who wrote the AIP, but I would call that a little better than moderate.
That is one of the reason I always had the utmost respect for the guys who flew for EPA and the rest of the outfits based down there. For me, that was an experience out of the ordinary. For them it's business as usual.
That is one of the reason I always had the utmost respect for the guys who flew for EPA and the rest of the outfits based down there. For me, that was an experience out of the ordinary. For them it's business as usual.
One if it was 45-65 knts in deer lake as you say, how do you know this, there is no reporting station there. And if you knew it was this strong why would you even go..
I fly the HO now and the strongest cross wind I've had was about maybe 25-30 knots, that was using differential power, the wing dip and all and it was a work load, I would love to see some one try a 65 knts cross wind in the bird and be able to fly it outta there.
I fly the HO now and the strongest cross wind I've had was about maybe 25-30 knots, that was using differential power, the wing dip and all and it was a work load, I would love to see some one try a 65 knts cross wind in the bird and be able to fly it outta there.
