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I obviously disagree.
Your contention is that one should have an extra cushion when landing in winds close to the airplane's limits for fear of a chance that those limits might be exceeded at the last minute. So, why wouldn't you do the same for an instrument approach?
More of an "operational culture" thing. Nothing prohibited that I am aware of.
If it's a limitation, shouldnt he have known it?They don't want the mx costs associated with maintaining the reversers. My roommate busted his type ride for opening the buckets because he (violated a limitation) yes, it's in the limitations.
20 kts
The FSM says 20Kts MAX with the following conditions:
*Nosewheel steering operative
*Antskid operative
*Flight spoilers operative in both modes
*Bleed air off
*Takeoff with flaps 10 or 15
*Takeoff performance caclulated
I wouldn't do the same for an instrument approach because I can go down to DH as long as I have the vis by the FAF, If I see the runway at DH, I can land because I will have the required vis. Tower can say whatever they want as far as vis goes after the FAF and I can continue legally as long as I have the flight visibility during landing.
The winds on the other hand are changing constantly, especially on gusty days. I can't disregard tower winds and say "Yeah but the wind sock only showed 20." You get guys asking for wind checks and tower gives the winds when he clears you to land. I don't want an ATC recording of a 21 tailwind should something happen on the runway. When it gets close to the limit, it could just as easily be over the limit when I land. It is not a matter of whether the airplane is capable. I know it is, and it could easily handle more. It is a matter of covering your ass. If the FAA ever looks into your flight, do you want them to see that you exceeded the limit when you landed?
My question for those who don't see my logic... Would you land with a 20 knot tailwind with an FAA inspector in the jumpseat? It is legal yes, and it can also be safely done. But are you going to then calculate the tailwind compenent every time tower gives the winds to make sure it is not 21? Wouldn't it be easier to land on runway 4/22 and not worry about the tailwind component?
For those of you who would land with a 20 knot tailwind with an FAA inspector in the airplane... Why would you choose the runway that is 1 knot away from a possible certificate violation?
The FSM says 20Kts MAX with the following conditions:
*Nosewheel steering operative
*Antskid operative
*Flight spoilers operative in both modes
*Bleed air off
*Takeoff with flaps 10 or 15
*Takeoff performance caclulated
I wouldn't do the same for an instrument approach because I can go down to DH...[/B]?
He knew it and was taught it but, it was his 4th training event in one year due to displacements and he had just come off the CRJ where you use them on every landing. Also, in training you use them on 95% of the landings because you are either single engine, on a wet/contaminated runway, or on a short runway, so there was a big negative transfer of learning.
Four pages about a tailwind landing?
Mesa sucks.
You must be one of those "wind check" guys. What a silly bit of logic. By the same token you probably shouldn't accept an approach to minimums. What if the visibility goes to 1/4 while you're in the flare!.....oh no!
Might want to check your facts before you start criticizing.
My question for those who don't see my logic... Would you land with a 20 knot tailwind with an FAA inspector in the jumpseat? It is legal yes, and it can also be safely done. But are you going to then calculate the tailwind compenent every time tower gives the winds to make sure it is not 21? Wouldn't it be easier to land on runway 4/22 and not worry about the tailwind component?
For those of you who would land with a 20 knot tailwind with an FAA inspector in the airplane... Why would you choose the runway that is 1 knot away from a possible certificate violation?
Is that 20kts the steady state winds or does it include the gusts?
Yes, every time. What's simpler, one operation on a calculator or a full fledged go-around + resequence + rebrief for another runway. An inspector would laugh at you, then ask "what the hell was that all about?" during the debrief. My operation keeps crosswind component charts handy at all times, it's a no brainer. It also easy to determine the maximum wind value from a given direction, and then you know within your limitations until the wind exceeds that.
Saturday I heard a Mesaba 900 crew calling their dispatcher on Airinc because they couldn't do the math on a quartering tailwind component. My FO and I laughed all the way across Colorado.
I would have refused runway 11. Although you are a full 1 knot from the limit now, what if tower calls the winds from 320 with gust to 24 on short final? Are you going to pull out your E6-B in the landing flare to see if you are legal?
If you have a tire fall off on landing (hey, it could happen right?) the FAA might just take a close look at the flight in question. They might just decide to violate you for landing with a 21 knot tailwind.
...Saturday I heard a Mesaba 900 crew calling their dispatcher on Airinc because they couldn't do the math on a quartering tailwind component. My FO and I laughed all the way across Colorado.