Stuart,

Wind is something like anything if you fly in it frequently you get comfortable with it. I puckered a lot with wind until I started flying into the Columbia River Gorge Airports. It is always nuking out there. It helped with my comfort level. I would say the following:

< 7 - insignificant: No Pucker Factor
7-12 - Mild Pucker Factor
13-20 - Moderate Pucker Factor
> 20 - Sphincter is tight

Crosswinds are usually gusty and the greater the variability of the wind direction along with a greater gust factor affect the overall pucker factor. Much easier with a steady crosswind but those are rare in my neck of the woods. I have gotten comfortable flying in wind over the years. IMHO wheeling it is the best option. I have used 40 degrees of flaps in strong crosswinds and have not run out of rudder. Lately been using 30 degrees just because the go-around would be more manageable if needed. I have been spending time instructing in a C170B the last couple of months. It is definitely harder than a 180/185 in a crosswind due to the lighter weight. I feel like 15 knots of crosswind component would be all I can handle in the 170. The Skywagon is much easier.

Regarding the “full aft” yoke. While i only fly a mere mortal ‘61 182, the “full aft” yoke makes alot of difference. Frankly, i dont think most folks use it but that last “difficult to pull” inch makes a world of elevator authority “flare” difference.

Maybe just me, but if an instructor in my plane pulled the mixture killing the engine without my consent the lesson would be over. I'll save dead stick off airport landings for true emergencies. Think deer, wet ground, potholes, etc. with no power to go around. For me simulated gives you close enough training without the added risk.

Maybe just me, but if an instructor in my plane pulled the mixture killing the engine without my consent the lesson would be over. I'll save dead stick off airport landings for true emergencies. Think deer, wet ground, potholes, etc. with no power to go around. For me simulated gives you close enough training without the added risk.

I will repeat myself.

I bought my 180 after I sold the Aerostar. It was to be "my retirement airplane". I rigged it up to be a cross country airplane an put in good avionics for that purpose. It is good, reliable cross country transportation and will scare the pants off of a 225 hp Deb in cruise.

When I bought the airplane, I had never even flown in a 180, much less flown one. Ferrying it back, my first landing was in 15 knot winds about 45 degrees off the nose and the second in 25 knot (reported) at sunset. I realized pretty quickly that those landings were harder on the airplane than on me.

Landings in strong crosswinds are hard on the airplane: PERIOD. There is a reason that titanium gears are available for the 180, BECAUSE THE STOCK GEAR WILL FAIL.

I'm not going to pound my chest and tell you all what a he man pilot I am and how I land the 180 in 20 knot crosswind components with aplomb. I'm going to tell you that I don't want to tear up my 180. I do not intend to expose the airplane to 15+ crosswind components again if I can avoid them.

The same goes for the 195. Just lower the speeds a few knots more.

The Baron is oblivious to 15-20 knot crosswinds. Seems like a good choice.

Jg

I’ll offer rather dogmatically that’s there’s only one rule; keep it straight.

Mark,

I made a foolish mistake in landing in a gusting 25 knot cross wind about three years ago. I kept it straight with enough bank at touchdown to roll the tire to the point that the wheel pant scrapped the runway.

There are limitations and all the "technique" in the world won't overcome them.

Jg

I should add this experience.

With enough side force, you can roll a tire. You will then be landing on the wheel.

It happened last winter here at KGNF to a Hello Courier that an inexperienced pilot, new buyer, was ferrying from Florida to Arizona. It broke the wheel of course. Other than having to replace the wheel, the airplane was fine. He was an idiot. I offered to fly it to AZ for expenses. To save face, he claimed there were other damages, there were not, and had the airplane broken down and hauled to AZ to be "rebuilt".

Jg

I wholeheartedly agree with you JGG. There are times when a differently aligned runway is necessary. Once the aerodynamic pressures will no longer overcome the wind and you’re a sitting duck in a weathervane that will point into the wind.

Mark,

As Dirty Harry said, "A man needs to know his limitations". That is a lot easier when you get old and lose some false bravado.

Jg

I’ll again say dogmatically, “The older I get, the better I was.”

I think the Skywagon is a well built airplane capable of landing in crosswinds up to the level of rudder/tail authority and skill of the pilot. I fly in windy places. Just where my mission takes me and I had to learn how to manage crosswinds. Is there more wear and tear taking off/landing with big crosswinds ? Probably. There is also more wear and tear making hard landings especially on pavement, having bad tailwheel shimmy, dropping it high 3 pointing and a whole host of things we have all seen. Bad technique is far more damaging than just knowing the airplane and pilot's limitations. I have the Titanium Gear Legs. Love them - bought them for strength and weight savings. I love that we have an airplane that is so capable. Crosswinds should not be feared in our airplanes - just respected with proficiency and lots of practice.

Josh, how much crosswind does it take for you to cancel a departure?

Does anyone have experience with a TAT TN 185, specifically with a 550? I’ve got all the speed mods on my airframe already. What kind of TAS increases could I expect? Thanks

On crosswinds and tailwheel aircraft, I would suggest that most designs with steerable tailwheel, reasonable brakes and decent fin/rudder can handle quite strong crosswinds. Eventually some types, eg Super Cub, can just land across the runway into wind. The fun really starts when trying to taxi from the runway with no one to hang onto the wing tips.