Was VSI pegged?
I flew the same route back - just a quick stop and return - a long flight home.If you had been going the other direction your ground speed would have been much lower, but the heading would have been the same.
It would have been easily possible yesterday with 60 knot wind aloft. Surface winds were in the mid 30 knot range.Never hit winds strong enough to hover my Cherokee, but I wouldn't be averse to trying. The one problem is that if winds are that high at the altitudes I can reach, they'll be dangerously high on the ground.
If surface winds are at 30 knots, I don't fly. No way, unless someone puts a gun to my head. If they change direction, I have to land well past factory specifications. I can and will at need (if I'm up, and the wind kicks up and that's what I have to do), but only at need.
If surface winds are at 30 knots, I don't fly. No way, unless someone puts a gun to my head. If they change direction, I have to land well past factory specifications. I can and will at need (if I'm up, and the wind kicks up and that's what I have to do), but only at need.
Best to keep those skills sharp though. I think you may find with some practice and application of good technique they arent so bad. In Nebraska this skill is a must before I will sign anyone off.
Actually a whole hell of a lot of them are less than ideal. Most of the small-town airports only have one runway and it's often very much a north/south for some reason.By the way, I've seen some airports that resemble a spider out your way. Easy to land strong winds when the runway's likely pointed in the right direction.
That's a decision for everyone to make on their own. I've never canceled a flight because of wind and as a result it doesn't really bother me.steingar said:There is no need to take on more risk than is already present in flying, at least not for us hobbyists.
I land in crosswinds all the time within the demonstrated limitations of my aircraft. Not a big fan of being a test pilot. Can I? You bet. I landed my Cessna 150 in a direct 24 knot crosswind on one occasion. I did it because I had to.
If winds are that strong, I don't go. I am not a pro pilot, and don't fly when the conditions don't suit me. If crosswinds are beyond the demonstrated level of my aircraft, conditions don't suit me. They shouldn't suit any of you either, unless you are flying for a job. There is no need to take on more risk than is already present in flying, at least not for us hobbyists.
By the way, I've seen some airports that resemble a spider out your way. Easy to land strong winds when the runway's likely pointed in the right direction.
Oh I wholly agree with you. Everyone has to have their "limit" but its good to be sharp if you didn't mean to come across those conditions that might be at or near that limit. I like to think of it as "crosswind currency". BTW 24 is pretty far up there in a 150, those things are a slave to wind.
This thread reminds me of the one time during my training, I was in a Cherokee 140, and the winds were so strong, at one point we were flying sideways! Luckily we were able to get down safely, and while it was fun, I'm not sure that'll be something I want to repeat.
to be fair, technically you fly sideways in a 1 kt xwind, thus crabbing
Figures I actually made some damn nice greasers all day with the highest cross winds to date, and my CFI is never around when the best happens..
At 7,000 pressure turning 2575 RPM I was putting out about 70% power which is where I'd run it if I owned it. That works out to about 119 knots true with wheel pants according to the book. I don't have wheel pants so subtract a few knots then add the 60 knot tailwind and you get 175-ish knots. Add some speed during the descent and that's how you get 192 knots.Rental power + strong tail winds = hauling ***
If winds are that strong, I don't go. I am not a pro pilot, and don't fly when the conditions don't suit me. If crosswinds are beyond the demonstrated level of my aircraft, conditions don't suit me. They shouldn't suit any of you either, unless you are flying for a job. There is no need to take on more risk than is already present in flying, at least not for us hobbyists.
Figures I actually made some damn nice greasers all day with the highest cross winds to date, and my CFI is never around when the best happens..
If crosswinds are beyond the demonstrated level of my aircraft, conditions don't suit me. They shouldn't suit any of you either, unless you are flying for a job.