The Cessna 120-140 Association Forum

I can't find a maximum crosswind component for a Cessna 140. My POH is one page long. Anybody have that information?

Our manual addresses takeoff technique but nothing on landing. It's almost like their intention was for you to "figure it out and get it done as best you can", which as AVweb blogger Paul Berge wrote can be like "Sidney Greenstreet falling off a barstool".

Our airplanes were certified under Civil Air Regulations part 04A. (I don't have that memorized but copied it out of my manual.) Maximum demonstrated crosswind is a more recent cert requirement. In my experience with the 120,(no flaps), the airplane is capable of landing in a higher crosswind than I am which tells me it is all about technique, skill, and comfort level. Sorry Mike, that doesn't help does it.

There isn’t any published value. The maximum will be based on pilot skill in all likelihood. Assuming perfect skill, there would be a value of crosswind component that the airplane would run out of rudder authority to handle, but presumably the winds on such a day would be high enough to discourage you from launching in such a lightweight airplane.

I’ve seen a 140 do an honest 30-35 crosswind. It got ugly when it came time for the tail to come down. He then took off again and then landed across the 150’ runway with room to spare. My limit is 25 mph if it’s not to gusty above that. The 140 feels lots better in a strong crosswind than our Super Cub. As previously stated it’s pilot ability/practice that determines ones limits. Sorry, this does not answer the OP’s question. As I get older I’ve found my limits getting more conservative.

A 40 knot crosswind is just a 40 knot headwind if you land across the runway, so just keep angling into the wind.... (Gusty conditions are a whole other thing...)

6643 wrote: ↑Sun May 03, 2020 5:19 pm A 40 knot crosswind is just a 40 knot headwind if you land across the runway, so just keep angling into the wind.... (Gusty conditions are a whole other thing...)

Yup, stop on a dime! Then the hardest part of the flight.......taxiing to parking and getting tied down.LOL

I once landed at the former Pease AFB, while they still had the military runway, 200' x12000'. When I left a stiff crosswind had developed and taxiing 12,000 feet to the departure end was a PITA. I requested an intersection departure. "6400 feet available, intersection departure approved." I turned into the headwind on the taxi way and tried to taxi to the centerline. I was off the ground before I got here. Turned crosswind and punched out of the top of his airspace while still over the runway. What's the right call, "Clear to the top?"

As previously mentioned there is no crosswind component speed published in the approved flight manual or owner's manual.

If you're trying to land on a runway with a stiff crosswind, and you've run out of rudder trying to hold the nose straight down the runway centerline when correcting for wind drift with aileron, you've exceeded the crosswind ability of the airplane. Safe procedure is to land on another runway that allows control of th4e aircraft. If the airport you're trying to use doesn't have another runway with more favorable wind direction for landing, then you should go to another airport that does.

Several things. 1. Yes, no published or "demonstrated" crosswind component that I'm aware of.
2. that being said, there is a difference between gusty crosswinds (such as you find in hilly country or with "afternoon" heating)
2A. Strong straight line winds such as Kansas(plains states)
3. I've seen our aircraft handle high 20knot (approaching 30kts) direct crosswinds in the hands of proficient, capable pilots.
4. The airplane has a lot of rudder.....and a fair amount of aileron...........does the pilot?

If you ever want to see a testament of flying skill pay attention to the top airshow performers, almost all flying aerobatic tail wheel aircraft. I've watched them land in every conceivable condition, even strong quartering tail winds with nary a burble. Obviously the airplanes have more flight control than ours do...........but the pro's can really handle adverse winds on landing and taking off.

I'm more concerned with the taxi back to the hangar. Even with all the proper control deflections, a strong crosswind during taxi can ruin your day. Anyone else share that concern? It seems like there isn't much you can do because if you get a strong enough gust, physics will win. So, you might be able to pull off the landing but then never make it to the ramp or hangar.

Anyone have any experiences like that or tips they can share?