I would like to hear from those of you who have stick time in both NW and TW versions of the the same RV (preferably a side-by-side model).
I'm going to start with the premise that, all other things being equal, including the pilot, the highest crosswind a plane can possibly handle (I'll define that as T/O or LDG in one piece) is higher for a NW. I think that would be a generally accepted statement.
My specific question is, can anybody quantify the difference? What do your GO/NO-GO wind limits look like for a TW?
My missions will include hard IFR, and of course, when it's IMC, it's often windy as well. To me, that makes the NW a better choice (plus I have no TW time). But now, all the nose strut breaking/pole-vaulting threads have got me partly spooked.
I'm going to start with the premise that, all other things being equal, including the pilot, the highest crosswind a plane can possibly handle (I'll define that as T/O or LDG in one piece) is higher for a NW. I think that would be a generally accepted statement.
My specific question is, can anybody quantify the difference? What do your GO/NO-GO wind limits look like for a TW?
My missions will include hard IFR, and of course, when it's IMC, it's often windy as well. To me, that makes the NW a better choice (plus I have no TW time). But now, all the nose strut breaking/pole-vaulting threads have got me partly spooked.