Thread: Stop operations at 21 kts.

I guess this is intended to prevent both excessive crosswind component as well as taxi issues. I think it is a stupid rule. I flew home from Carson City a couple of weeks ago and the wind was almost right down the runway at 25kts. The sight picture was quite different but the landing and the taxiing were very easy.

My thinking now is to gradually increase my minimums on cross wind component (now about 15kts) and simultaneously increase my minimums on taxiing. (now about 25kts+) I also consider the type of wind, laminar flow vs. gusty.

I feel the same way about approach speeds, I'm comfortable at 50kts in calm conditions. If the winds are gusty I increase my approach and consider less flaps as well.

Maybe some of the most experienced CT pilots can report on their personal minimums and from where they have evolved.

Originally Posted by CharlieTango

I guess this is intended to prevent both excessive crosswind component as well as taxi issues. I think it is a stupid rule. I flew home from Carson City a couple of weeks ago and the wind was almost right down the runway at 25kts. The sight picture was quite different but the landing and the taxiing were very easy.

My thinking now is to gradually increase my minimums on cross wind component (now about 15kts) and simultaneously increase my minimums on taxiing. (now about 25kts+) I also consider the type of wind, laminar flow vs. gusty.

I can't really say about a CT, since I have all of 20 minutes in one ...

However, I've flown the Evektor and Thorpedo, both LSA of similar weight and slightly larger wing area (I actually flew the Thorpedo before they put the wing extensions on it, and man, did that sucker sink like a rock without power).

In the Evektor, a simple rule someone told me is "stop flying when you have to use maximum rudder deflection to get good alignment on final". The same is true of the Thorpedo, which has a fairly small rudder. Since the CT supposedly has more rudder authority, this may take place at a different crosswind component; I dunno.

The two things that would worry me in higher winds are (1) gusts and (2) taxi. Gusts are almost always the problem - I nearly set the Thorpedo down in the grass one time because I was trying to get a nice soft landing in crosswind conditions with moderate gusts. It's the only time I heard my instructor swear

As for Taxi, given that the CT is a high wing and is light, I'd be very nervous with the wind above 20 kt. Perhaps one way to kill lift is to put the flaps at -6 on the ground?

I agree that constant wind right down the runway isn't the problem, and that everyone must develop their own personal operating limitations.

Doug

Doug,

I'm sure that the rudder determines x-wind capability in all fixed wing aircraft (for the most part). I fly an approach to see if I have enough rudder to maintain alignment when doing a sideslip approach. I don't like crab approaches but if I did one I would make an early attempt to kick strait and see if there is enough rudder. My 2nd thought is type of crosswind, here in the west I see 2 distincly diferent types. At the coast there is more of a laminer flow and in the mountains gusty crosswinds are more common. With the laminer flow I would require less margin but with a gusty crosswind I need enough rudder to align and some in reserve for gusts.

I think the Evektor and Thorpedo are far more docile than the CT especially when it comes to landings.

I even use the -6 for rollout, once i'm on the runway going from 30 degrees to -6 destroys a lot of lift and keeps me on the ground. I use -6 for taxiing as well.

There are limits to the pilot and there are limits to the aircraft.

As for the aircraft. There are recommended speeds not to exceed and those are set to create an operating envelope where using normal flying skills the CT can be operated safely. Above those, special pilot skills are needed.

The normal crosswind limits for example are 16 kts (here in Canada). That's a lot of crosswind - 16 kts. In smooth crosswind conditions the CT does 20 kts as well with the correct technique. I find I run out of rudder at -12 and about 20 kts crossiwnd component. As for the general wind strength. I feel absolutely confident in winds 30 -35 kts if it is smooth, but strong winds very often come with a good gust component and that's when good judgement is needed.

Please note, the above mentioned limits are MY PERSONAL LIMITS and are NOT endorsed by the factory.

As a general advise. Never hesitate to GO AROUND if conditions don't feel rtight when you want to touch down. Only if you have an engine out you have to land, in any other situation you can give it another try.

As for the flap settings on taxi and after touchdown. I taxi in 0 deg in strong winds and the proper elevator and aileron position for the wind direction. And as soon as possible and practical after touch down in windy conditions i put the flaps in -12.


cheers

Ernst

Originally Posted by CharlieTango

My 2nd thought is type of crosswind, here in the west I see 2 distincly diferent types. At the coast there is more of a laminer flow and in the mountains gusty crosswinds are more common. With the laminer flow I would require less margin but with a gusty crosswind I need enough rudder to align and some in reserve for gusts.

We see the same thing here in Dallas. Lots of smooth wind (OK), but sometimes strange gusts (not so OK). Thermals can be KILLER out here as well - flew the Thorpedo twice this weekend in the afternoons, and we saw 1500+ FPM in the pattern at a speed well above Vy.

Originally Posted by CharlieTango

I think the Evektor and Thorpedo are far more docile than the CT especially when it comes to landings.

I certainly have a lot to learn with respect to my landings - they're ... Ok so far with the Thorpedo. The hardest thing is judging the flare. Allignment is good. So, I suspect that I will need work with the CT. Guess that's why the insurance company requires 5 hours of transition time!

Doug