No... I do not know what the crosswind component is for each aircraft or for each carrier.

I do know that MEM had a crosswind component chart that was used for runway selection, and those values were violated on a regular basis. If FDX wanted to depart south and land north -- the other airport users were essentially forced to go along with the selected configuration. To request a runway more aligned with the wind, would result in holding or diverting, and pressure was placed on the pilot to go along... get along.

Additionally, our local Standard Operating Procedures specified runway use and selection. These SOP's incorporated and referenced the above mentioned crosswind component chart. This crosswind component chart did NOT take wet runways into consideration. These SOP's were violated on a regular basis.

When the Converging Runway Display Aid (CRDA) was installed, our local SOP was altered to incorporate tailwind restrictions for all aircraft landing on RWY 27. This was also violated on a regular basis.

Consider this: Heavy Jets on approach to RWY 18L/18R with the wind 130/10. The Heavies have a ten knot headwind, and the Category Small or Large aircraft landing on RWY 27 had a 10+ knot tailwind. The Controller downstairs in the TRACON was tasked with "hitting the gap" on the ghost target, and "ties" often resulted. The Tower Controller solved these ties by asking the RWY 27 aircraft to make s-turns, reduce speed inside the marker, or by issuing go-around instructions and hoping (praying) to miss the RWY 18L/18R arrivals. The RWY 27 go-around aircraft was often instructed to "stay low" so as to avoid traffic on approach to land on RWY 18L/18R (an assignment below the Minimum Vectoring Altitude), and these go-around aircraft flew through the wake turbulence associated with the RWY 18L/18R arrival traffic.

No... I can't answer your question about excessive tailwind components with regards to aircraft performance or company SOP, and that is why I've asked for input. I can tell you how an excessive tailwind component affected me and the other Air Traffic Controllers at Memphis Tower/TRACON -- and I alleged to the United States Office of Special Counsel (OSC) and the Department of Transportation (DOT) Office of Inspector General (OIG) that these situations were unsafe.

Thanks,

AUS_ATC