High Wind Operations

[RobertS975]

Could some of you air carrier crew members give me a notion of your company policies regarding high wind operartions? I am not overly concerned about max crosswind components, but when does your carrier start cancelling flights simply due to high winds, even when straight down the runway?

[oldebloke]

Some of the restrictions in Big winds are :Chocking to stop the aircraft from sliding into the 'bridges'..60knot limit on some cargo doors,and turning the A/C into wind for engine starts..
Apart from the above,the feasability of Ground Crews manoeuverability..
cheers:ok:

[ICEMAN757200]

I agree with oldebloke:ok: wind it´s something we have plenty here in Iceland.When landing in such extreme conditions we usually fly manualy and add all the gust and half of the wind but no more than 20 kts to Vref,
also we might select flaps 25 instead of flaps 30 due to flap load relief being activated if flaps 30 spd is exceeded.Positive touch down and nose gear as soon as possible is encouraged always.If LVP are in use max HW comp of 20 kts for autoland CatII/III.

[-8AS]

RobertS, 60 knots (steady wind, not gust) is a good ball park figure as this is a limitation on many aircraft for operations.

[BRISTOLRE]

We'd better get ready as theres some pretty nasty stuff headed twds the UK currently with some nasty conditions forecast.

[Doors to Automatic]

We'd better get ready as theres some pretty nasty stuff headed twds the UK currently with some nasty conditions forecast.

BHX landings will be interesting tomorrow as it is forecast at least 25kts straight across with gusts up to 70kts at times.

[TopBunk]

BIRMINGHAM - EGBB - BHX FC: TAF EGBB 241503Z 241601 16015G25KT 9999 BKN030
TEMPO 1601 7000 RA BKN012 PROB40
TEMPO 1901 4000 +RA BKN008
BECMG 2023 16025G35KT=
FT: TAF AMD EGBB 241017Z 241818 17020G30KT 9999 BKN025
TEMPO 1810 7000 RA BKN012 PROB40
TEMPO 1909 4000 +RA BKN008 PROB30
TEMPO 2306 16030G42KT
BECMG 0306 27012KT
BECMG 1215 20015G25KT PROB40
TEMPO 1518 20025G35KT =


Can't see that in the TAF myself.....

[RobertS975]

RobertS, 60 knots (steady wind, not gust) is a good ball park figure as this is a limitation on many aircraft for operations.

I would have imagined that basic servicing of an aircraft would be difficult and even hazardous at anything higher than 40-45 KTS... baggage carts, catering trucks, even jetway ops...

[Bungfai]

B777, max cross wind limit (company) 30 knots dry, 25 wet. But some instuctors are trying to change to max demonstration cross wind limit of about 45 knots (need to fly side slip).

[c100driver]

Whilst the aircraft themselves don't have limits the ground handling becomes difficult at 55 to 60 knots, and becomes the operational limit. NZWN regularly gets winds in that region twenty to thirty days a year.

Our company limit for all jet operations is 60 knots at the field, and 55 knots for turbo prop aircraft. (The DC3 also used 55 knots but the B170 used 60). Above 60 the airbridge is very difficult to drive safetly and the movement of the aircraft against the bridge is dangerous to the aircraft and personel. Over 45 knots the 100 series F27 props would start to turn and were strapped down, at 55 knots the 500 series F27 would do the same.

The B737 could not be turned out of wind (either taxi or towing) at 70 knots. The B767 was OK as was the 747SP. Getting the aircraft out of the hanger was a matter of timing.