Why is x-wind an engine limitation?
Crosswind limits applying to aircraft handling are normally advisory – max demonstrated, unless flight tests show that a limit has been reached, then there should be a crosswind value in the AFM limitations section – max crosswind.
Where an engine has a handling limitation this should be published in the AFM as an engine limitation; any wind condition associated with this becomes a limit for the aircraft.
A note linking the engine and aircraft limits would be appropriate in the aircraft crosswind section.
Prudent operators would use max demonstrated as a maximum crosswind value.
Where an engine has a handling limitation this should be published in the AFM as an engine limitation; any wind condition associated with this becomes a limit for the aircraft.
A note linking the engine and aircraft limits would be appropriate in the aircraft crosswind section.
Prudent operators would use max demonstrated as a maximum crosswind value.
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According to: National Aerospace Laboratory NLR
Here ya go, ya divot.
According to the Flight Test Guide there are two possibilities on how to note crosswinds in the Aircraft Flight Manual AFM.1 If the demonstrated crosswind is not considered to be a limiting value for aircraft handling characteristics, this demonstrated value can be placed as information in the AFM. Higher crosswinds are then allowed when the applicable operational requirements and the airline specification allow it. For instance, the AFM of the B737-400 states the following on crosswind “The maximum demonstrated crosswind component for takeoff and landing is 35 knots reported wind at 10 meter height. This component is not considered to be limiting on a dry runway with all engines operating”.
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Correct, demonstrated crosswind limits are advisory only, however if something goes wrong when above those limits the pilot trying to be a test pilot will be fully and solely responsible for the outcome. However even in olden manuals there were usually real limitations for stuff like autoland / CAT III.
However nowadays most manuals contain fixed crosswind limits which indeed are a limitation and not an advisory. QAR-Analysis will makes sure that busting those limits will be found out and depending on the rules in the relevant country/company will lead to a nice chat in the safety department, retraining or suspension.
However nowadays most manuals contain fixed crosswind limits which indeed are a limitation and not an advisory. QAR-Analysis will makes sure that busting those limits will be found out and depending on the rules in the relevant country/company will lead to a nice chat in the safety department, retraining or suspension.
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http://www.skybrary.aero/index.php/A..._(HF_LOC_WX_AW)
Recommendation No.: 15/2009
To the Luftfahrt-Bundesamt (German Civil Aviation Authority) that:
The Luftfahrt-Bundesamt should ensure that maximum crosswind take-off and landing speeds are set for German Air Operators. Within the context of flight operations management, all air operators should examine the handbooks provided by different aircraft manufacturers for different aircraft types and study how the handbook wording maximum crosswind demonstrated is interpreted and acted upon. When indicated, an instruction should be issued based on EU-OPS 1.015 to require that maximum crosswind values be set for crosswind take-offs and landings.
To the Luftfahrt-Bundesamt (German Civil Aviation Authority) that:
The Luftfahrt-Bundesamt should ensure that maximum crosswind take-off and landing speeds are set for German Air Operators. Within the context of flight operations management, all air operators should examine the handbooks provided by different aircraft manufacturers for different aircraft types and study how the handbook wording maximum crosswind demonstrated is interpreted and acted upon. When indicated, an instruction should be issued based on EU-OPS 1.015 to require that maximum crosswind values be set for crosswind take-offs and landings.
