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I just looked at the latest TAF for EKCH, they predict gusts up to 75kt! I've never seen anything like it before. I hope the roofs of the hangars are well secured in the area.

I listened in to EHAM Tower earlier today and was amazed with how few Go-Arounds that actually happened considering gusts up to 64kt, even if the x-wind component wasn't close to 64kt it must have a challenging approach and a bumpy ride for the pax.

TAF AMD 281428Z 2814/2912 18025G40KT 9999 BKN025 BECMG 2814/2815 23040G55KT TEMPO 2815/2817 24045G75KT BECMG 2817/2819 24025G38KT BECMG 2819/2821 24020KT TEMPO 2821/2912 22018G30KT SHRA SCT020CB

I was wondering: For crosswinds, there are limits defined in the POH. But what if the wind is straight on the runway? There must be a limit when it becomes unsafe to taxi. What is that limit for a normal GA aircraft, like a C172 or a PA28?

I was wondering: For crosswinds, there are limits defined in the POH.

Nope, they are not. What the POH states is the maximum demonstrated crosswind. This is not a limitation.

However, you have a point re taxiing. I have landed a PA28 in about 40 kts straight down the rwy. Funny approach, almost like a helicopter. Taxiing was a bit of a challenge, but no big deal.

OTOH, I have also landed 172s in 35 - 40 kts and with the much lower wing loading and the high wing, the taxi to the stand gets one hell of a lot more interesting! On one occasion I had to call for wingwalkers to keep the a/c down while I secured it to the tiedowns. Without my weight inside, it was about to flip over...

There is the wind shear to watch.

Let's say ATC reported wind is 50kt. This will drop off from 50kt at 32ft (the top of the pole) to maybe 20kt at 5ft so you lose 30kt of airspeed in seconds, and a "plummet" is a real risk unless you carry a bit extra speed.

One TB20 owner, in a 50kt wind, got a prop strike and bent the front end quite badly (bent firewall etc).

I've landed the TB20 in a 47kt reported wind (straight down) and it was fine but I would be doing 90kt on short final.

Another factor is turbulence, which is likely to be pretty significant if there are any hills around and could be seriously hazardous. Usually this vanishes on the short final but you have to work hard to stay on the runway centreline. I see many pilots fly a horrible final approach trajectory and that is in calm air...

Shoreham EGKA, United Kingdom

In some places "max demonstrated" is equivalent to "max allowed". Such is the case in Sweden for example, by national regulation.

I've flown one aircraft where one could say there was a max limitation on headwind during landing. The Cessna Caravan has a limitation for taxi speed at 40 knots. Now, if it's blowing 40 kts....

ESSB, Stockholm Bromma

It seems Denmark experienced an all-time gust record this afternoon. The small peninsula Als (with ALSie VOR) in the southern part of Jutland registered 53 m/s, equal to 103 KT, in a gust at around 1510z. Nearby airport Sønderborg, EKSB, is on the lee side of the peninsula and "only" reached 84 KT gusts.

281320 METAR eksb 281333z 21044g84kt 180v240 9999 -shra bkn035 15/09 q0976=

281335 SPECI eksb 281335z 21043g84kt 180v240 9999 -shra bkn035 15/09 q0976=

(Not sure what triggered the SPECI.)

Skrydstrup/Vojens airport in "mainland" southern Jutland had higher mean winds:

281420 METAR eksp 281420z 24049g78kt 3500 -shra sct009 bkn015tcu bkn028 12/10 q0975 tempo 8000 shra=

My home airport Roskilde, EKRK, also reached quite high wind speeds.

281520 METAR ekrk 281520z auto 22045g66kt 9999ndv few028/// bkn033/// ovc044/// 13/08 q0978=

281550 METAR ekrk 281550z auto 22043g74kt 9999ndv few026/// bkn032/// bkn041/// 13/08 q0978=

281620 METAR ekrk 281620z auto 23038g54kt 9999ndv few023/// bkn031/// bkn040/// 12/08 q0979=

I am trapped at my office in Copenhagen with no train services at all since around 15z. Lots of falling trees and flying roofs in many parts of the country, but no power outages that I have heard of so far. Reports from northern Germany or Netherlands, anyone? From the weather charts it looked as if the winds were strong there too.

EKRK, Denmark

I heard a peak of 63kts at Schiphol. De Kooij apparently had a peak of 81kts. Trains at a standstill in the north due to trees on the line and damage to power lines.

EHLE / Lelystad, Netherlands, Netherlands

In some places "max demonstrated" is equivalent to "max allowed". Such is the case in Sweden for example, by national regulation.

What do they do to you if you go over the max demo figure ?

Does ATC keep a book of the data for every type so they know who to report ?

Shoreham EGKA, United Kingdom

No, they don't, just like they don't check your take-off mass or fuel remaining after landing. I think the reasoning is that a testpilot demonstrated to this "limit" and private pilots aren't test pilots so should stay within the numbers demonstrated, listed or otherwise suggested by the manufacturer.

We all know a PA28 can take some ice, overload and aerobatic maneauvers, but we're not mandated to try, are we?

I think it has some merit...

ESSB, Stockholm Bromma

but we're not mandated to try, are we?

I was wondering how they enforce it.

If one can get busted in Sweden for landing with a 26kt x/w component in a TB20 (max demo is 25kt) then it is something one should be aware of.

Not getting insurance money is a different thing from a criminal offence.

Shoreham EGKA, United Kingdom
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