Strong n gusty: wot to do?
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Join Date: Jul 2001
Location: A Gaelic Country
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Strong n gusty: wot to do?
Re C152/172/PA28s: just what is the best way to handle:
1. The T/O & Climb
2. The Approach & Landing
...in strong, gusting crosswinds blowing from over high ground and arriving at an airfield with significant obstructions near to the runway eg forests/hangars etc.
Do you limit flap? Add 5kts or even more? "Work" the T/O, Climb, Approach & Landing ie anticipating as much as possible each attempted wing lift/drop & sink/lift situation?
I get caught in quite a lot of MW with VS of up to 600fpm. In a C152 I have (so far!) got away with selecting a Vx climb and, occasionally, depending upon how the Vx ROC is doing, turning 45 degrees downwind (orientated to the high ground). Is this correct?
Safe flying, folks.
1. The T/O & Climb
2. The Approach & Landing
...in strong, gusting crosswinds blowing from over high ground and arriving at an airfield with significant obstructions near to the runway eg forests/hangars etc.
Do you limit flap? Add 5kts or even more? "Work" the T/O, Climb, Approach & Landing ie anticipating as much as possible each attempted wing lift/drop & sink/lift situation?
I get caught in quite a lot of MW with VS of up to 600fpm. In a C152 I have (so far!) got away with selecting a Vx climb and, occasionally, depending upon how the Vx ROC is doing, turning 45 degrees downwind (orientated to the high ground). Is this correct?
Safe flying, folks.
Join Date: May 1999
Location: UK
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Ok..Noone else has answered so Ill take the plunge and risk the wrath!!! 
As for TO/CLimb - I always use Vy (~65kts in cessna, 75kt Pa28)myself - Vx in gusty conditions is not sensible due to windshear and the possiblity of the stall in the climb - although the C152 is pretty good. Obviously is obstacles dictate otherwise....
App/Landing - gusty Crosswinds (>10Kt) I limit flap to give more aileron authority. Otherwise I will fly +5kts if the gust factor is 10kt or more...if the gust factor is 30kt then I shouldnt be airbourne anyway.....
I never attempt to 'anticipate' an unforseeable airflow - that can lead to overcontrolling ....instead I react..however - I find that 'rolling with the bumps' works fairly well - and only needs corrections in the more extreme drops - but I am always concious to avoid 'fighting the aircraft'.
MW is another issue altogether - The general advice is fly 45deg towards high ground to minimise turnaround should it all get nasty on the sink front....So if you get caught I dont think a 45deg turn is unreasonable - provided the reasons are clearly presented to students.
Hope this helps,
FF
As for TO/CLimb - I always use Vy (~65kts in cessna, 75kt Pa28)myself - Vx in gusty conditions is not sensible due to windshear and the possiblity of the stall in the climb - although the C152 is pretty good. Obviously is obstacles dictate otherwise....
App/Landing - gusty Crosswinds (>10Kt) I limit flap to give more aileron authority. Otherwise I will fly +5kts if the gust factor is 10kt or more...if the gust factor is 30kt then I shouldnt be airbourne anyway.....
I never attempt to 'anticipate' an unforseeable airflow - that can lead to overcontrolling ....instead I react..however - I find that 'rolling with the bumps' works fairly well - and only needs corrections in the more extreme drops - but I am always concious to avoid 'fighting the aircraft'.
MW is another issue altogether - The general advice is fly 45deg towards high ground to minimise turnaround should it all get nasty on the sink front....So if you get caught I dont think a 45deg turn is unreasonable - provided the reasons are clearly presented to students.
Hope this helps,
FF
