Many modelers judge the airspeed of their model by guessing...throttle setting is only one piece of the "airspeed" equation. Configuration and angle of attack complete the picture.

IMHO, the best judge of airspeed is by knowing the aircraft angle of attack for a given throttle setting and configuration at stall speed, then keeping the angle of attack less than that to remain above stall speed. The only way an RC turbine pilot can discover this is to run the aircraft through a series of stalls at altitude. Overly mushy controls are also a good indication of impending stall for many jets.

Knowingly flying at a higher airspeed to maintain a familiar ground track will keep an aircraft safe when experiencing gusting headwinds. For steady state headwinds it is still a good practice to fly a little faster airspeed and make the approach and landing look familiar in terms of grounds speed and track. A short, steep approach with a lot of headwind can result in disorientation when it comes to the flare and touchdown. The increased airspeed on a calm day would take up a lot of runway, but with a stiff headwind the landing can look fairly normal with an average roll out distance. The higher throttle setting will be convenient if a go-around is necessary, since there will be little turbine lag.

Watching angle of attack of the aircraft on the "downwind" part of the pattern will help avoid stalling, specifically with flaps at approach and gear down. The groundspeed will be higher than what looks "normal" due to the stiff tailwind, but trust the angle of attack for this configuration (memorized from a calm day) to judge the airspeed. Resist the urge to pull the power back further than usual on downwind.

With crosswinds in the face, making a pattern slightly wider than normal will allow spacing to keep the aircraft on speed (angle of attack) and avoid the dreaded "base leg stall" when banking up for the final turn. No better way to make the flightline Safety Officer nervous than an overshooting final with an RC turbine headed toward the pit area while it is getting slow and on the verge of tip stalling. Less bank and under complete control to touchdown will inspire your local Safety Officer to ask you for landing advice.