For operators, how often does the 18 knot crosswind landing limitation affect you? How hairy is it at that limit?

I have encountered a 2x demonstrated cross wind. Was pretty uneventful. Plenty of rudder authority, you also have the ability to use the engines to control the yaw. I would say on a single engine it might be a much bigger issue.

Has not effected me. It's a heavy plane, small wing, handles well in crosswinds.

It's not a demonstrated crosswind component - it's an AFM limitation. I haven't run into another small GA plane with a crosswind limitation.

Never really noticed that before and could swear it was taught to me as max demonstrated. As supporting evidence, the crosswind does not appear as a limitation in the AFM section of the manual, it appears only in the POH section (which is not the FAA approved part). In the AFM section, mine is listed as max demonstrated crosswind.

I’ve been in high crosswinds. No more challenging than any other airplane in those winds.

I found it here. Is this limitation removed in later models?

In the copy of the POM I have, it's also listed as a limitation that must be placarded on the center windshield post.

Interesting. In mine it is in the POH section as a limitation (and shown on placard). But in AFM section it is listed as demonstrated.

Check your email…

Never really noticed that before and could swear it was taught to me as max demonstrated. As supporting evidence, the crosswind does not appear as a limitation in the AFM section of the manual, it appears only in the POH section (which is not the FAA approved part). In the AFM section, mine is listed as max demonstrated crosswind.

I’ve been in high crosswinds. No more challenging than any other airplane in those winds.

Interesting. In mine it is in the POH section as a limitation (and shown on placard). But in AFM section it is listed as demonstrated.

Check your email…

Thanks to all of the owners for answering all of these annoying nit questions! Here are a few more:

The continuous icing speed minimum is listed as 180 KIAS. Vy climb speeds start at 150 KIAS and slow to 130 at higher altitudes. It seems that speeds below 180 KIAS are allowed and expected during climbs in ice, as long as you accelerate to 180 in cruise.

How much ice do you get on the underside of the wing during climb at speeds below 180?

Have you ever picked up so much in climb you couldn't accelerate to 180 in cruise?

Is there ever a time during normal cruise when your IAS is below 180?

You usually pop through the icing layers quickly and its moot point. I have never had ice accrue outside of the boots. I also never climb at Vy. The plane can handle a larger amount of ice than I'm comfortable with. The most ice ive ever accrued was during my initial and i'm glad my CFI was with me to show me what's still acceptable.

No.

No.

Only performance issue I had was in an anemic -5 Longbody in summer over the rockies and storms grew around us. That combination of little engine heavy Mu2 just isn't well suited to mountain west operations (at least not in the afternoons of summer). Only time I ever needed a "block" altitude (all below me).

All the others were non-issue as noted above by JD.

TJ

Where does the high altitude performance of the -6 fall with respect to the -5 and -10? It is in between or is it a completely different animal?

Where does the high altitude performance of the -6 fall with respect to the -5 and -10? It is in between or is it a completely different animal?

It's not a demonstrated crosswind component - it's an AFM limitation. I haven't run into another small GA plane with a crosswind limitation.