Originally Posted by
AirRabbit
There are also limitations on taking of and/or landing with crosswind conditions – providing limitations for the maximum crosswind limits. As I indicated in an earlier post, most manufacturers provide several, graduated maximum crosswind limits, based on the level of contamination of the runway surface, as described in terms of universally understood braking action (see my earlier post in this thread).
This information is for an all engines operating scenario and has nothing to do with an engine failure scenario which does not consider crosswinds or contamination in terms of directional control. Ask any airliner test pilot if the maximum demonstrated crosswind component published numbers were considered with an engine failure during the takeoff roll.
Originally Posted by
john_tullamarine
if, as we appear to be, considering Vmcg -
(i) the figure is a boundary condition line in the sand for other considerations and, as it turns out, only looks at a low (or nil for the older UK Standards) crosswind situation
(ii) if you find yourself
- committed to a Vmcg-limiting takeoff (not a general circumstance in the overall scheme of things), AND
- you have a critical failure, AND
- the crosswind is significantly above the certification requirement AND
- that crosswind is from the unfortunate side of the aircraft ...
it just wasn't your day. Perhaps one ought not to have put oneself in the situation unless there were no sensible alternative(s) ... ?
You may well be in the situation of having to reject from a speed above V1 - the possible/probable alternative option being to have a tiptoe through the tulips event .. or worse.
No guarantees, chaps, only probabilities and a modicum of pilot commonsense ...
Now, what might the thinking pilot do to minimise this already minimalistic likelihood of disaster ?
For instance if the conditions are super critical - very short runway, min weight, min V1, strong crosswind, wet conditions, aft CG, etc -
(a) are you able to defer the takeoff until a later, more suitable time ?
(b) is there an alternative runway which might not be so critical ?
(c) is derated thrust an available and workable option ? What is the ASDA/TODA balance for the particular runway ?
Thank you for the information.
Originally Posted by
john_tullamarine
If, however, you must go (and that's a part of the command decision process), one should have mentally rehearsed the possible need for a post-V1 reject.
Thanks John,
This IS the point that I have trying to get across which flies in the face of the idea that it is always safest to continue and always less safe to reject after V1.
Based on today's reliable engines, the exact situation is unlikely to happen, but does the setup happen frequently? How many airliners will takeoff with a strong crosswind today.
I'm only trying to provide some more information that many(as we can see) have not considered.