Originally Posted by MEM_ATC

I worked the midnight shift last night at MEM during the FDX inbound/outbound, and I have a few questions about tailwind and crosswind components.

Here's the scenario: MEM was landing to the north, using RWY 36L and 36R. The surface wind is 090/08, so we were also using RWY 09 instead of RWY 27. The very first aircraft that checks in on the Tower frequency states that there is a "... direct 30 knot crosswind component from 2,000 feet down to 300 feet, then 12 knots direct all the way down to touchdown." I issue the PIREP to the next couple of aircraft, and am informed that it's actually a tailwind all the way down to 300 feet.

Replys from pilots receiving this PIREP were: "Oh God...", "Oh Lord", "That sounds like fun", "Oh geez", "What?", and other words and phrases indicating that the approach and landing were going to be very interesting.

We had several aircraft elect to go-around and try again; some aircraft rolled all the way to the end and were not able to turn off where we would normally expect; the long rollers caused at least one go around; and the requirement to issue these wind conditions to each arrival was simply excruciating and time consuming.

So... how do you folks feel about a 30+ knot tailwind that changes to a 30+ knot direct crosswind as you descend down to 300 feet, and then slowly changes to 12 knots all the way down to touchdown?

How "safe" is it to fly an approach under these type of conditions?

How difficult is it to fly an approach under these type of wind conditions?

Is this something that is fun and offers you an opportunity to display your skill, or is it something that you'd rather not be bothered with?

What is your company policy on these type of conditions?

What else should ATC know about your crosswind/tailwind concerns?

Does some guy in a suit at FDX mandate that you WILL land north under these conditions in order to save the company money?



Thanks,

MEM_ATC