Originally Posted by
Sink r8
I don't really care too much about this debate, in the sense that every crew makes individual decisions about what to accept, or what to refuse. In my opinion, if you're doing something tougher than the Boeing test pilots and engineers put in the book, you should do it with a good reason.
Just an informational post
>Crosswind Demonstration.
A 90-degree crosswind component at 10 meters of at least 20 knots or 0.2 VS0, whichever is greater, except that it need not exceed 25 knots, must be demonstrated during type certification tests.
There are two results possible:
• A crosswind component value may be established which meets the minimum requirements but is not considered to be a limiting value for aircraft handling
characteristics. This "demonstrated" value should be included as information in the Aircraft Flight Manual.
•A crosswind component value may be established which is considered to be a maximum limiting value up to which it is safe to operate for takeoff and landing. This "limiting" value should be shown in the Operating Limitations section of the AFM.
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”.
Does this mean that there is no limit for this aircraft? No.<