Has anyone heard of an airline that has an SOP maximum
headwind component for takeoff or landing?. .. .Recently, during some 'hangar flying', a colleague claimed that after landing on a very windy day (60 knots +)in Vienna, he found that the local airline, Austrian, was grounded due to the wind conditions.. .. .I think that it does make sence to have such limitations imposed, although I have honestly never heard of them. Personaly I doubt if I have ever experienced more than 45 knots, and that was probably on he nose. It would be pretty much 'cowboy attitude' to land in 60 knots+ without having even ever experienced such demanding conditions. So many accidents/excursions/undercarraige collapse etc occur in these conditions. <img border="0" title="" alt="[Frown]" src="frown.gif" /> . .. .My second question is for Airbus pilots. Do your companies have a maximum crosswind component or a maximum
demonstrated crosswind component. Our company has the latter, but apparently JARs require a maximum to be specified, so we need to revise our SOPs.. .. .However, the FCOM demonstrated crosswind component for the A320 is 29kt gusting 38kt for takeoff and 33kt gusting 38kt for landing. I would like to know what your respective companies have selected as a maximum crosswind component, the steady wind or the gust?. .. .Thank you. .. .Ekola