Crosswind limitations are also about having adequate control authority. It really doesn't matter if the pilot has the ability if the airplane doesn't...
That's essentially my question - what is the limit of the RV12's control authority?
Normally, most POH's will state a Maximum Demonstrated Crosswind number, that is not a limit, but defined as, for example:
"The demonstrated crosswind velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests. The value shown is not limiting." Which is good, because my high-water mark for the Baron has been 56KT with a 30º (that's 28KT XW component) off down at Gen Fox (KWJF), and I commend Beechcraft on the amazing amount of rudder authority provided, which very much allows a competent, proficient pilot to land with confidence, even well above demonstrated crosswind.
BUT, aside from "don't do it", does anyone have advice based on the experience of landing in crosswinds of 15-20KT in the RV12, and if so, what was your impression? If it was difficult, what made it so? What defined your limit? Was it the lack of rudder authority? Was it taxiing?
Van's POH that states "Maximum Direct Crosswind Component is 11KT". So, is that a calculated limit? Is it really a limit? Compare that to a C150 that has a 15KT demonstrated XW and the additional high wing moment arm. Just how bad is the rudder authority of a 12? Or is the POH just being super conservative? It appears to be based on a percentage of stall (discussed in other threads), but I'm curious.
John, I appreciate your comments about sitting on the ramp at 25KT and concern for the canopy - but assuming you have a good handle on the canopy, what is the greatest handling concern?
Fortunately, I am based at a great airport for crosswind practice, with multiple runways and varying winds throughout the year. So I will work up to it, but I'm very interested in the high wind experiences of others. The lingering question in my mind is whether I need to keep my Baron for these days, or can I work a plan for the daily commute that includes the 12.
Or do I just go ahead and get going on my RV10 now and put the 12 up for sale...