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Can anyone tell me the maximum crosswind that is safe for an RV-9A on take-off and landing? I've had a lot of different answers so I am hoping you builders will know what is safe. Thanks.
PJ
PJ
Can anyone tell me the maximum crosswind that is safe for an RV-9A on take-off and landing? I've had a lot of different answers so I am hoping you builders will know what is safe. Thanks.
PJ
My GRT efis has said, with a straight face, that I've landed with a 115 knot crosswind. Really .
Ever consider re-calibrating your EFIS?
Okay, not to "one up" everyone, but you can use this as an example of what's possible if you "have" to come down.
A buddy in his -6 and me in my -6 once landed in Show Low, AZ in a 35 kts crosswind. That was the direct component, the actual wind was 38 gusting to 45. I kid you not. We were sick, it was bumpy, and I wanted to be anywhere but in the air at the time.
Final approach was at a 45 degree angle to the runway and I didn't straighten it out until the wheels touched. My landing roll was less than 100'. It was so windy (How windy was it?), that when we were taxiing in to the FBO, our airplanes were hopping sideways as the wind rocked our wings. Even when we shut down, it would rock and walk sideways.
I wouldn't recommend it but there is enough rudder there to get it on the ground in a near hurricane if necessary.
BTW, I'm not that great of a pilot either but if you practice enough and get the techniques down, these airplane are very capable.
Okay, not to "one up" everyone, but you can use this as an example of what's possible if you "have" to come down.
A buddy in his -6 and me in my -6 once landed in Show Low, AZ in a 35 kts crosswind. That was the direct component, the actual wind was 38 gusting to 45. I kid you not. We were sick, it was bumpy, and I wanted to be anywhere but in the air at the time.
Final approach was at a 45 degree angle to the runway and I didn't straighten it out until the wheels touched. My landing roll was less than 100'. It was so windy (How windy was it?), that when we were taxiing in to the FBO, our airplanes were hopping sideways as the wind rocked our wings. Even when we shut down, it would rock and walk sideways.
I wouldn't recommend it but there is enough rudder there to get it on the ground in a near hurricane if necessary.
BTW, I'm not that great of a pilot either but if you practice enough and get the techniques down, these airplane are very capable.
When I read this I wondered why the crosswind runway was not used? I thought maybe it was closed. I went to the AFD and it says Runway 16-34 is in fair condition but is "not available for aircraft operations." Odd, I have landed on that runway several times and it seemed fine. Why would it not be NOTAMed closed but would not be available? My guess is because the transition at the intersection with the paved runway is abrupt.Not trying to pound my chest, but last winter I landed at Alamogordo NM with a direct X-wind and the AWOS was saying 35 a minute or so before I landed...
Now for the real question - wheelie or 3-pt? I would assume wheelie if you literally didn't straighten out until the wheels touched.
Curious about the numbers, though....a 38KT wind with a 35KT crosswind component results in a headwind component of only 14.8KT. Even if you touched down at stall speed (no less than 48KT), which is not really practical in a RV-6, you'd still have a 33KT groundspeed, and to scrub even that off in under 100' would require some monster braking ability. More likely you landed faster than this, and especially if you wheeled it on, a less than 100' rollout would seem to involve more like a 35KT headwind component and a 14.8KT crosswind component.
When I read this I wondered why the crosswind runway was not used?
When I read this I wondered why the crosswind runway was not used? I thought maybe it was closed. I went to the AFD and it says Runway 16-34 is in fair condition but is "not available for aircraft operations." Odd, I have landed on that runway several times and it seemed fine. Why would it not be NOTAMed closed but would not be available? My guess is because the transition at the intersection with the paved runway is abrupt.
If it was me under those conditions I would have a look at the crosswind runway and use it if that looked like the safest option. I sure wouldn't need to use so much of the runway that I would have to cross the paved one at high speed.
Sometimes I think we get a little too fixated on pavement or long flat official places that must have numbers. I have used taxiways, ramps or other suitable areas on an airport for landing when that seemed to be the best thing to do. You may be braking some sort of rule when you do that but I have not seen anything in the FARs about it. As far as the catchall reckless and unsafe deal, it can sometimes be more reckless to use the runway.
"hey hon, have ya seen the popcorn popper of late?"
That popcorn may be a bit stale......these guys are responding to a 12-year-old thread.....
I find using the published wind speed and direction to be about useless. I have had times I landed easily in mid 20's and had tough times in the mid teens. Close to the ground, behind trees, behind hangers and during lulls or gusts things change a lot.
My RV-6 with the small rudder is pretty much out of rudder at 15 kts direct crosswind. I landed once at our airport with 19G26 crosswind rotoring over the college campus, trees and hangars and decided that was the last time I want to go there. The landing was safe but it was noisy.......several bumps and tire chirps....not enough rudder to stay aligned with the centerline.
Interesting, my 6A has the small rudder and yesterday I went out to practice x-wind landings. at one point it was up to 20k direct cross wind and I had enough rudder, not much left, but enough to stay aligned. I've flown 15k cross quite a few times. Was the issue the ground handling with the 6 or alignment in the air?