"Roger (K8RI)" wrote in message
...
What's the maximum demonstrated crosswind for the DA20?

Which is normally a meaningless figure.

It is never a "meaningless" figure. It always means *something*, and the
more effort the aircraft manufacturer puts into it, the more it means.

Curious, I did a quick bit of research. I found that early models (maybe
the Katana? I wasn't looking that closely at the exact model number here)
had a demonstrated crosswind of 15 knots, while the DA20 has a demonstrated
crosswind of 20.

Both numbers are very respectable, and indicate that there is no problem
whatsoever landing the airplane with a crosswind.

[...]
Unless the maximum demonstrated crosswind for the DA20 is significantly
lower than that for other airplanes, I see no reason that lower limits

I would agree.
Demonstrated is only 12 knots on the Deb and it's good for 25

applied to students should not be comparable to those for other airplanes.

Student cross wind components are a different animal.

Different animal than what?

My point was that the student limits ought to scale just as the demonstrated
limits do. For example, if a limit of 8 knots is appropriate for a student
flying an airplane with a demonstrated crosswind of 16 knots, then 10 knots
might be appropriate as a limit for a student flying an airplane with a
demonstrated crosswind of 20 knots.

The DA20's demonstrated crosswind *exceeds* that of the 172, and I saw one
reference that said that the 150 has a demonstrated crosswind of 12 knots.
Granted, that 12 knots is sure to be *well* below what the 150 is actually
capable of. But even so, with a demonstrated crosswind of 20 knots for the
DA20, there's absolutely no reason to think that one needs to be *more*
conservative with that airplane than with others.

Being less conservative might not be warranted either, but I see no reason
to restrict students more in the DA20 than in other trainers.

Pete