How to deal with 78kt Crosswinds in a TBM-930 at FL120 and above?

I’m cruising at M0.53 in a TBM-930 at FL290 at the moment. Direct Crosswind of 78kts. Looks like I’d have to drop all the way to FL110 or less to get out of the crosswind according to Windy. Do I bump up to M0.55, cruise at a lower altitude, or stay the course?


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@anon70772274 Why is it’s service ceiling FL310 then?

@Skybear I’d stay the course and ride it out. A crosswind is better than a headwind. Just look at it from that perspective. 😂

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Even non-pressurized aircraft can go above 10,000 feet!

You can make it up as high as 14,000 feet before you’re required to use oxygen, and higher still if you’re wearing layers.

@anon70772274 checkout http://www.tbm.aero/wp-content/uploads/2016/03/PIM-930__AN__E0.pdf

The 930 has a Cabin Pressurization System. Page 7.9.6

Even non pressurized can get up there, they just need the cheapest, most dinky looking oxygen system installed. A Cirrus can easily get you upwards of 17000 feet, hell a turbocharged 22 will get well into the flight levels. Totally don’t have experience doing that. Nothing to see here.

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I’d stay on course. I always think that some moderate turbulence is good for the aircraft. ;)

Hi all, I think we need roll triming like here :

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Don’t worry about it. Your plane will still fly as usual, just with slightly worse fuel economy. Just bring a bit of extra fuel with you :)

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I applied rudder to correct for a while. But not two hours awhile! 🤣

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@Skybear. The POH for the TBM is an extremely important document for those of us (We few) who operate by the book. This product would make an ideal addition to the IF Library. I fly this craft regularly. It’s a lady and I’ve added your contribution it my flight bag. Wish more Aviators here would post POH’s they’ve went to the trouble to locate on the either. Professionalizing the IF Library by adding professional tech product would benefit more than just “The Few”
Thanks for the link. Best Regards, Max

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I live by the TBM POH… incredible resource, and IF seams to be very close to most of its guidance.

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Back to the OP - I’ve had similar problems, but there’s not much we can do - increased IAS, like you mentioned, should help because it will reduce the relative crosswind component compared to your VMG, but The difference was too small to be noticeable when I tried (granted I had 120kt direct xwind). Anyways, I just rode it out… seamed like it definitely increased fuel burn (as it should seeing as more lift is required to maintain altitude in a bank, therefore more induced drag and more thrust required). BUT, I had packed some extra fuel and ultimately made it to my destination. My neck was a little sore from the 2 hours of 20 degree bank, but I didn’t want to quit the flight.

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