Crosswind BD700 Global Express
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Crosswind BD700 Global Express
Was at Essendon on Saturday. Windsock was solid from around 030, approximate 30+ knots.
Global Express taxii's out for 27 and proceeds to takeoff! Runway length 2286 metres, distance required around 1600m.
Anyone know what sort of tailwind those beasts can handle?
Global Express taxii's out for 27 and proceeds to takeoff! Runway length 2286 metres, distance required around 1600m.
Anyone know what sort of tailwind those beasts can handle?
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Forget the windsock, what was the ATIS saying?
That would equate to 50% of the winds strength being crosswind so it depends was it a 20kt windsock or a 30kt windsock as to 10kt or 15kt of tailwind.
As for the crosswind the difficult bit would be low speed with no rudder authority after lift off would be no problem.
That would equate to 50% of the winds strength being crosswind so it depends was it a 20kt windsock or a 30kt windsock as to 10kt or 15kt of tailwind.
As for the crosswind the difficult bit would be low speed with no rudder authority after lift off would be no problem.
Last edited by The Messiah; 29th May 2007 at 11:03.
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Crosswind BD700
Here are some numbers for the Global. All FAR 25 certified aircrafts are certified to 10 knots tailwind. The actual performance numbers are given with twice that tailwindwind calculated as a buffer zone. The global is certified to 29 kts demonstrated crosswind. Warning, if taking off with more than 20 kts crosswind, the recommended technique increases takeoff dist by 1700 feet not considering a combination of high crosswind plus that tailwind which complicates the equation.
Every time I drive on the Tullamarine Freeway passing the western end of runway 26, I wonder why the airport authority has not had the foresight to lay a gravel retardation bed as a stopway. Same with the southern end of 17. If a large jet aborts at high speed on a wet runway or over-running on landing, the consequences of crashing through fences on to a freeway don't bear thinking about. There are several major airports in USA that have specially designed over-run gravel beds and only recently there was a report of one aborting aircraft being successfully stopped by the gravel in the stop way.
I was more worried about the 35 knots at 90'ish degrees and the crab angle after liftoff
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Most FAR certificated aircraft exceeding 5600kg are performance limited to 15kts up the spout...well at least I think they are.
The usual requirement for certification is 10kt tail.
However, the FAA will allow 15kt with some additional considerations ... and there are plenty of Types around with AFM 15kt limits.
I have a copy of the policy words somewhere .. if I come across it I will post a copy for interest.
The usual requirement for certification is 10kt tail.
However, the FAA will allow 15kt with some additional considerations ... and there are plenty of Types around with AFM 15kt limits.
I have a copy of the policy words somewhere .. if I come across it I will post a copy for interest.
