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Crosswind

A crosswind is a wind component that blows perpendicular to the intended direction of travel.^[1] In meteorological terms, it arises when ambient winds are at an angle to the path of motion, requiring compensation for drift to maintain directional control.^[2] This phenomenon is distinct from headwinds or tailwinds, as it primarily affects lateral stability rather than forward airspeed.^[3] Crosswinds pose challenges to various modes of transportation, requiring adjustments in operations that may affect efficiency, navigation, and route planning.^[4] In flight, the primary aerodynamic effect is to deflect the ground track in the direction of the wind, with lift remaining dependent on airspeed.^[5] During takeoff and landing, crosswinds can lead to hazards such as veering off the runway or loss of control if the crosswind component exceeds the aircraft's demonstrated limits, which vary by model—typically ranging from 25 to 40 knots (29 to 46 km/h) for commercial jets.^[6]^[7] Crosswinds influence aviation, sailing, automotive racing, and pedestrian stability in high winds, with their role in transportation safety driving research into wind prediction and design improvements.^[8] Regulatory bodies like the FAA and EASA set crosswind guidelines based on empirical data to prevent accidents, with historical incidents highlighting the need for training in gusty conditions.^[6]

Fundamentals

Definition

A crosswind is defined as any wind that has a perpendicular component relative to the direction of travel or intended path, irrespective of any concurrent parallel component along that path.^[2] This perpendicular aspect distinguishes it as a lateral influence on motion, applicable across various domains of transportation and navigation. Wind velocity can be resolved into these parallel and perpendicular components for analysis, though detailed decomposition is addressed elsewhere.^[3] The term "crosswind" emerged in the early 20th century, drawing from nautical and aviation terminology to describe winds crossing a vessel's or aircraft's course. Its first documented uses appear around 1915, coinciding with the rapid development of powered flight and formalized aviation practices.^[9] Prior general references to "cross-winds" date to the late 17th century in English literature, but the modern specialized sense solidified in transportation contexts during this period.^[10] Crosswinds differ fundamentally from headwinds and tailwinds, which act along the line of travel: a headwind blows directly opposite to the path, increasing relative speed and resistance, while a tailwind blows from behind, reducing it.^[3]^[11] In contrast, the crosswind's effect stems exclusively from its sideways vector, as illustrated in the following conceptual diagram where the intended path is horizontal:

Intended Path →
     |
Wind Vector (diagonal)
     |
     ↓ [Perpendicular](/page/Perpendicular) (Crosswind) Component
Parallel (Head/Tail) Component →
Intended Path →
     |
Wind Vector (diagonal)
     |
     ↓ [Perpendicular](/page/Perpendicular) (Crosswind) Component
Parallel (Head/Tail) Component →

This vector resolution highlights the crosswind's unique lateral nature.^[12] In practical contexts, a crosswind arises when ambient wind direction deviates from the alignment of a runway in aviation, requiring pilots to adjust for the sideways push during takeoff or landing.^[13] Similarly, for ground vehicles like automobiles, it manifests relative to the road's orientation, potentially influencing steering without altering forward speed directly.^[14] These examples underscore the term's broad applicability to any directed motion encountering non-aligned winds.

Physical Principles

A crosswind exerts a lateral force on a moving object due to the perpendicular component of airflow relative to its direction of travel, inducing sideslip and generating yaw moments that can alter orientation. This lateral force arises from the momentum transfer of air molecules impacting the object's side, creating a net pressure imbalance across its surface. In fluid dynamics, this manifests as a sideslip angle \beta, defined as the angle between the object's longitudinal axis and the relative wind vector, which produces asymmetric aerodynamic loading. For instance, in vehicles or aircraft, the resulting yaw moment N can be approximated as N = C_n \cdot q \cdot S \cdot b \cdot \beta, where C_n is the yawing moment coefficient, q is dynamic pressure, S is reference area, b is span, and \beta quantifies the sideslip induced by the crosswind.^[15]^[16] Aerodynamically, crosswind-induced pressure differences stem from variations in airflow velocity around the object, governed by Bernoulli's principle, which states that an increase in fluid speed corresponds to a decrease in static pressure along a streamline: P + \frac{1}{2} \rho V^2 + \rho g h = \constant, where P is pressure, \rho is density, V is velocity, g is gravity, and h is height. In crosswind conditions, the relative wind's perpendicular component accelerates flow over one side while stagnating it on the other, lowering pressure on the windward side and increasing it leeward, thereby amplifying the lateral force and yaw tendency. The yaw angle, or heading deviation from the track, interacts with sideslip to further influence these dynamics, as the effective angle of attack in the lateral plane shifts the center of pressure.^[17]^[15] The crosswind component v_c is derived from vector decomposition of the wind velocity relative to the travel direction. Consider the wind velocity vector \vec{v_w} with magnitude v_w at an angle \theta to the direction of motion \hat{d} (a unit vector). The component parallel to \hat{d} is v_w \cos \theta, and the perpendicular (crosswind) component is obtained via the sine projection:

\vec{v_c} = \vec{v_w} - ( \vec{v_w} \cdot \hat{d} ) \hat{d}

The magnitude simplifies to v_c = v_w \sin \theta, representing the effective sideways wind speed that drives sideslip and forces. This trigonometric relation follows from the geometry of vector resolution in the plane perpendicular to travel.^[18]^[19] Environmental factors amplify crosswind effects through modifications to airflow patterns. Terrain features, such as hills or urban structures, channel winds via the Venturi effect, accelerating crosswinds and intensifying pressure gradients, while flat or open areas allow uniform flow. At higher altitudes, the wind gradient—where speed increases logarithmically with height due to reduced surface friction—escalates crosswind strength, as described by the power law profile v(z) = v_r (z / z_r)^\alpha, with \alpha \approx 0.14 for neutral stability. Gusts introduce turbulent fluctuations, superimposing rapid velocity changes on steady crosswinds, which exacerbate unsteady aerodynamic loads and moments through shear layers.^[20]^[21]^[22]

Measurement and Assessment

Instruments and Techniques

The primary instruments for detecting and quantifying crosswinds are anemometers, which measure wind speed, and wind vanes, which determine wind direction relative to a fixed reference such as a runway or vehicle path.^[23] These devices together allow for the resolution of wind vectors into crosswind and headwind/tailwind components by combining speed and directional data.^[24] In aviation and meteorological applications, anemometers and wind vanes are integrated into automated systems like the Automated Weather Observing System (AWOS), which provides real-time surface wind reports at airports, including gusts and variability essential for crosswind assessment.^[25]^[26] The historical development of these instruments traces back to mechanical designs in the 19th century, with the cup anemometer—featuring rotating hemispherical cups to gauge speed—first invented in 1846 by Irish astronomer John Thomas Romney Robinson.^[27] Early wind vanes, often simple pivoting arrows, complemented these by indicating direction, forming the basis for manual wind observations in weather stations. Post-World War II advancements shifted toward electronic sensors, enabling automated recording and higher precision; for instance, pressure-plate and hot-wire anemometers emerged in the mid-20th century, transitioning from purely mechanical to electromechanical systems for broader deployment in networks.^[28] This evolution facilitated continuous monitoring, reducing human error in crosswind data collection at critical sites like airfields. Advanced techniques for remote sensing of crosswinds, particularly wind shear and gusts, include Light Detection and Ranging (LIDAR) systems, which use laser pulses to profile wind fields up to several kilometers away without physical contact.^[29] Doppler LIDAR, a subtype, measures radial wind velocities via backscattered light from aerosols, offering high-resolution data for aviation safety by detecting microscale crosswind variations.^[30] Similarly, Doppler radar employs microwave pulses to estimate wind speeds and directions through the Doppler shift of echoes from precipitation or particulates, enabling the mapping of gust fronts and shear zones that contribute to crosswind hazards.^[31] In aviation, pilot reports (PIREPs) serve as a complementary observational method, where pilots relay encountered wind conditions, including crosswind intensities during approach, to air traffic control for real-time dissemination.^[32]^[33] Calibration and accuracy standards for these instruments are governed by the World Meteorological Organization (WMO), ensuring reliable crosswind estimation. Anemometers must undergo periodic calibration traceable to international standards, typically annually, to maintain performance across wind speeds.^[34] WMO guidelines specify accuracy of ±0.5 m/s for wind speeds below 5 m/s and better than ±10% for speeds above 5 m/s, up to 35 m/s, and ±5° for direction, with error margins influenced by site factors like obstructions (limited to <10% impact on speed).^[34] These standards apply to both mechanical and electronic sensors in systems like AWOS, where deviations can propagate to crosswind calculations, emphasizing the need for exposure at 10 m height over open terrain.^[35]

Calculation Methods

Crosswind magnitude and direction are typically calculated by resolving the total wind vector into components perpendicular (crosswind) and parallel (headwind or tailwind) to the intended path, such as a runway or road heading. This process relies on basic vector trigonometry, where the crosswind component v_c is given by v_c = v_w \sin(\theta) and the parallel component v_p = v_w \cos(\theta), with v_w as the wind speed and \theta as the angle between the wind direction and the path heading.^[36]^[37] To apply this, first determine the wind direction and speed from meteorological data, often obtained via anemometers or weather reports, then compute the angular difference \theta from the path's magnetic heading.^[38] For a step-by-step example in aviation, consider a runway oriented at 090° (east) with a reported wind from 120° at 20 knots. The angle \theta is 120° - 90° = 30°. Thus, v_c = 20 \sin(30^\circ) = 20 \times 0.5 = 10 knots crosswind from the right, and v_p = 20 \cos(30^\circ) = 20 \times 0.866 = 17.3 knots headwind.^[39] In a ground vehicle scenario, such as a highway aligned at 000° (north) with wind from 270° at 15 knots, \theta = 90^\circ, yielding v_c = 15 \sin(90^\circ) = 15 knots full crosswind and v_p = 15 \cos(90^\circ) = 0 knots parallel component. These calculations assume the wind direction is relative to true or magnetic north, adjusted as needed for local variation.^[36] In variable wind conditions, gust factor adjustments modify the steady-state calculation to account for turbulence. The gust factor is the difference between peak gust speed and steady wind speed; for crosswind assessments, pilots often use the gust speed in the trigonometric formulas to estimate maximum components conservatively.^[40] The Federal Aviation Administration (FAA) recommends adding half the gust factor to approach speeds in gusty conditions. For crosswind limits, demonstrated values are for steady winds, typically 15-25 knots for many commercial aircraft; pilots conservatively account for gusts by using the gust speed in component calculations.^[41]^[42] For instance, if winds are 10 knots steady gusting to 20 knots (\theta = 45^\circ), the adjusted crosswind might use 15 knots (steady plus half gust) in v_c = 15 \sin(45^\circ) \approx 10.6 knots.^[43] Software tools automate these computations for real-time use. Aviation applications like ForeFlight integrate wind data with runway or route headings to output crosswind and headwind components via the trigonometric method, often displaying them on approach charts or en route maps.^[44] Meteorological software, such as those from the National Weather Service, supports similar models for broader forecasting, while vehicle navigation systems combine GPS-derived headings with wind inputs for dynamic crosswind estimates on roads.^[39] Steady-state wind models underlying these calculations assume constant speed and direction, which introduces errors in turbulent environments where gusts can exceed 10 knots above steady values, leading to underestimation of peak crosswind forces.^[45] In such conditions, the models fail to capture rapid directional shifts or shear, potentially resulting in 20-30% deviation from actual components during operations.^[46]

Effects on Transportation

Aviation Impacts

Crosswinds pose significant challenges to aircraft operations, particularly during the critical phases of takeoff and landing, where they can induce lateral forces that complicate directional control and increase the risk of deviations from the runway centerline. These effects are most pronounced when the wind component perpendicular to the runway exceeds certain thresholds, potentially leading to excursions or structural stresses on the airframe. In aviation, crosswinds are assessed by their component relative to the runway orientation, with pilots required to demonstrate proficiency in handling them within established limits to ensure safety.^[6] Aerodynamically, crosswinds during landing create asymmetric lift, as the upwind wing experiences higher relative airflow, potentially causing it to lift and induce a roll toward the downwind side if not corrected. This asymmetry, combined with the need for techniques like crabbing or sideslipping to align the aircraft, heightens the risk of wingtip strike, where the low wing or engine pod contacts the runway due to excessive bank or drift. Directional control loss is another primary concern, as the crosswind exerts a yawing moment that can overwhelm rudder authority, especially at low speeds near touchdown, leading to veer-off or loss of alignment with the runway. These effects demand precise aileron and rudder inputs to maintain stability, with aerodynamic limitations preventing safe operations beyond demonstrated crosswind components.^[13]^[6]^[47] Aircraft manufacturers establish specific crosswind limits based on flight testing, which serve as operational guidelines rather than absolute prohibitions. For instance, the Boeing 737-800 has a demonstrated maximum crosswind component of 33 knots on a dry runway, reducing to 27 knots on a wet surface, beyond which landing is not recommended without special considerations. Regulatory bodies like the Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA) mandate that transport-category aircraft demonstrate safe controllability in at least 20 knots of dry-runway crosswind (15 knots wet) during certification, ensuring compliance with airworthiness standards under 14 CFR § 25.237 and equivalent EASA CS-25 requirements. These limits account for factors such as runway surface condition and aircraft configuration, with operators often applying additional margins for safety.^[48]^[49]^[50] A notable historical incident illustrating crosswind-related risks occurred on August 2, 1985, with Delta Air Lines Flight 191, a Lockheed L-1011 approaching Dallas/Fort Worth International Airport. The aircraft encountered severe wind shear from a microburst, which included a significant crosswind component exceeding 30 knots, leading to a sudden loss of airspeed and altitude during final approach. The National Transportation Safety Board (NTSB) determined the probable cause as the flight crew's decision to penetrate the storm despite warnings, compounded by the inability to detect the microburst's outflow winds, which generated rapid shifts in wind direction and speed; this event resulted in 135 fatalities and prompted FAA mandates for wind shear detection systems on airliners. Contributing factors included inadequate thunderstorm avoidance procedures and the limitations of onboard weather radar at the time, highlighting the dangers of undetected crosswind variations within convective activity.^[51]^[52] In terms of performance, crosswind conditions degrade operational efficiency by necessitating higher control inputs and potential heading deviations, which can extend required runway lengths to accommodate drift and ensure safe margins during takeoff and landing. For example, pilots may need to crab into the wind, increasing the effective runway usage and sometimes requiring longer runways to achieve full acceleration without veering. Additionally, these conditions can lead to fuel inefficiencies, as sustained crosswinds en route subtly increase flight time through minor adjustments in track and groundspeed, while ground operations may involve higher engine power settings for directional control, elevating overall consumption during affected flights. Such degradations underscore the importance of precise wind assessments to minimize operational disruptions.^[53]^[47]

Ground and Maritime Effects

Crosswinds exert significant forces on land-based vehicles, primarily through aerodynamic side loads that induce sway and compromise lateral stability. In automotive contexts, these forces can cause vehicles to deviate from their intended path, with studies showing that gusts lead to increased lateral displacement and yaw angles, heightening the risk of lane departure. High-sided vehicles, such as trucks and vans, face elevated rollover risks due to their higher center of gravity and larger side areas exposed to wind; for instance, modeling indicates that trucks experience a 76% greater rollover propensity at 40 mph crosswinds compared to 20 mph, particularly when navigating curves. Highway incidents underscore these dangers, as crosswind gusts have contributed to multiple collisions involving commercial vehicles drifting into adjacent lanes or overturning, often exacerbated by open terrains like bridges or deserts. Rail systems are particularly vulnerable to crosswinds on curved tracks, where the combination of centrifugal forces and lateral wind loads can elevate derailment potential by reducing wheel-rail contact stability. Research demonstrates that crosswinds acting from the outer side of a curve at low speeds can decrease running safety, increasing the derailment coefficient as the vehicle negotiates the bend. Case studies of wind-affected rail operations highlight this risk, with simulations showing that unsteady gusts on curved sections amplify lateral accelerations, potentially leading to flange climb derailments in high-speed trains. Exposed routes, such as coastal or elevated tracks, amplify these effects, where wind speeds above critical thresholds can force speed reductions to maintain stability. In maritime environments, crosswinds induce heeling—lateral tilting due to uneven pressure on the hull and superstructure—and drifting, or leeway, which pushes vessels sideways off course. For sailing vessels, these forces arise from wind acting on sails and hull, creating a sideways component that must be countered by the keel or rudder; excessive heeling can reduce maneuverability and speed, while drift angles increase with wind intensity, impacting upwind performance. Large ships in confined areas like ports or canals face similar issues, as demonstrated by the 2021 grounding of the Ever Given in the Suez Canal, where gusts up to 35 knots contributed to the vessel's deviation from the channel, leading to a bow-stern wedging that blocked global trade routes for days. Vehicle and vessel designs incorporate stability thresholds to mitigate these effects, with typical safe operating limits for road vehicles around 20-30 mph crosswinds, beyond which speed reductions are advised based on aerodynamic profiles and weight distribution; for trucks, winds exceeding 40 mph often necessitate caution or halts to prevent rollover.

Mitigation and Handling

Aviation Techniques

Pilots employ established techniques to manage crosswinds during landing, primarily the crab and sideslip methods, to ensure safe alignment with the runway and minimize drift. In the crab method, the aircraft is angled into the wind during the approach to maintain a straight ground track, with the nose pointed slightly offset from the runway centerline; as the aircraft nears touchdown, the pilot applies rudder to decrab, aligning the fuselage with the runway while using ailerons to counteract any residual drift.^[41] This transition typically occurs during the flare, just before wheels contact the runway, preventing side loads on the landing gear. The sideslip, or wing-low method, involves banking the aircraft into the wind with aileron input to lower the upwind wing, while opposite rudder keeps the nose aligned with the runway; the bank angle is adjusted throughout the approach to track the centerline, increasing as airspeed decreases, and touchdown occurs on the upwind main landing gear first.^[41] Both techniques can be combined, such as crabbing on final and transitioning to a sideslip near touchdown, depending on wind strength and aircraft type.^[54] For takeoffs in crosswinds, pilots apply rudder and aileron inputs to counter drift and maintain directional control from the initial roll. At the start of the takeoff roll, full aileron deflection into the wind is used to keep the upwind wing down and prevent lift-off asymmetry, while rudder maintains a straight path along the runway centerline.^[54] As airspeed builds and ailerons gain effectiveness, the deflection is gradually reduced toward neutral, with rudder adjustments to compensate for any yaw from the crosswind; higher takeoff speeds may be selected to provide additional control margin, particularly in gusty conditions.^[54] After liftoff, the wings are leveled, allowing the aircraft to crab naturally into the wind, and climb is continued with coordinated inputs to track the desired heading.^[54] Training for crosswind proficiency is integral to pilot certification, often conducted in simulators to replicate varying wind conditions without risk. The Federal Aviation Administration (FAA) requires private pilot applicants to demonstrate knowledge of crosswind effects and skills in applying corrections during takeoffs and landings, as outlined in the Airman Certification Standards (ACS), though specific wind speeds are not mandated for checkrides—if no crosswind is present, evaluation occurs orally.^[55] Simulator programs emphasize repeated practice, with recommendations from organizations like the Society of Aviation and Flight Educators (SAFE) for logging at least 10 landings in 10-knot crosswinds to build competency before certification.^[56] As of 2025, advanced flight simulators incorporate AI-driven real-time gust modeling to enhance crosswind training efficacy.^[57] Modern aircraft incorporate technological aids to assist with crosswind management, enhancing pilot situational awareness and automation. Head-up displays (HUDs) project critical flight data, such as flight path and drift angles, directly into the pilot's forward view, allowing real-time monitoring and correction during approach without diverting attention from the runway environment.^[58] Autoland systems in transport category aircraft automatically compensate for crosswinds by adjusting rudder and aileron inputs during Category III instrument approaches, typically certified for limits up to 25-30 knots depending on the model and runway conditions, though pilots must monitor and be prepared for manual intervention if winds exceed capabilities.^[59]

Strategies in Other Domains

In ground transportation, strategies for mitigating crosswind effects on cars and light vehicles emphasize both driver actions and vehicle design optimizations. Drivers are advised to maintain a firm two-handed grip on the steering wheel, reduce speed to minimize lateral forces, and apply gentle corrective steering inputs to counteract gusts, thereby reducing yaw and roll responses. Parametric sensitivity analyses highlight that lowering the center of gravity, increasing vehicle mass and yaw moment of inertia, and extending the wheelbase enhance stability by damping crosswind-induced motions, with forward CoG shifts showing the highest impact on reducing sensitivity. Additionally, optimizing tire cornering stiffness and suspension roll parameters, such as increasing roll stiffness, further minimizes lateral deviations during high-speed travel.^[60]^[61] For heavy goods vehicles (HGVs) like trucks, aerodynamic modifications are primary countermeasures to reduce overturning moments and side forces from crosswinds. Trailer shape alterations, including rounded or inclined corners, can decrease overturning moments by up to 24.75% and side forces by 20.14%, albeit with minor load capacity reductions of about 0.59%. Installing vortex generators on trailer leading edges suppresses flow separation, yielding modest reductions in overturning moments (up to 2.14%) with negligible effects on side forces. Passive devices, such as side and top fairings in configurations like "DEH," further mitigate risks by cutting overturning moments by 7.5-8% and side forces by 5.82-9.53%. Infrastructure aids, including roadside wind barriers and bridge-edge fences, also prove effective in shielding vehicles from gusts.^[62]^[63] In rail transport, particularly for high-speed trains, crosswind mitigation focuses on aerodynamic enhancements and environmental controls to prevent derailment or overturning. Optimizing train body shapes, such as streamlined profiles and roof contours, reduces side and lift forces, while vortex generators on surfaces enhance anti-rolling performance by disrupting adverse flow patterns. Windbreak structures at track edges, including solid or porous barriers, attenuate gust impacts, with studies showing reduced unsteady responses at windbreak ends through tailored designs. Active control systems, like adjustable underbody panels, dynamically counter yaw moments, complementing passive measures for operational safety under yaw angles up to 90°. Calibration of turbulence models in simulations ensures accurate prediction and design, meeting standards like EN 14067-6:2018+A1:2022 with errors below 15%.^[64]^[65]^[66] For maritime domains, ship handling in crosswinds prioritizes predictive planning and propulsion adjustments to manage leeway and drift during maneuvering. In ports and waterways, captains employ small-angle course alterations rather than sharp turns, aligning headings to use the ship's momentum against wind-induced pivoting, where the pivot point shifts forward during headway or aft during sternway. Thrusters and rudders provide precise corrections, especially for berthing in crosswinds exceeding 10 m/s, with bow thrusters countering beam winds to maintain alignment. For larger vessels, tugs assist in holding position or adjusting trim to shift the wind center of effort, reducing susceptibility; quantitative models based on AIS data inform traffic management by accounting for wind's outsized influence on leeway angles compared to speed over ground. Shape optimizations, like windshields on container ships, further minimize drag in beam winds during transit.^[67]^[68]

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Why Add Half The Gust Factor On Windy Day Landings? - Boldmethod
When you're dealing with a gusty day, the FAA recommends that you add half the gust factor to your final approach speed. For example, if the winds are ...
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What's Your Limit For Landing In Gusty Winds? - Boldmethod
When you're dealing with a gusty day, the FAA recommends that you add half the gust factor to your final approach speed. ... crosswind for landing, which ...
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Why does the crosswind component look incorrect?
Oct 16, 2024 · As the wind is nearly aligned with the runway, ForeFlight correctly reports no crosswind, which matches the flight computer calculation.Missing: software | Show results with:software
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Crosswind Considerations - Aviation Safety Magazine
Oct 29, 2019 · The FAA, safety authorities and instructors recommend, firmly, scratching a flight if the gust factor approaches 10 knots above the steady-state ...
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Strong Gusty Crosswinds - Flight Safety Foundation
May 2, 2013 · Crosswind-related regulations originated in a period from a few years after World War II to 1978, when demonstrated crosswind in airworthiness- ...
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Understanding How Crosswinds Impact Aircraft - AN Aviation Services
Jun 17, 2024 · When an aircraft encounters crosswinds, it experiences sideways forces that can affect its stability, control, and performance.Types Of Winds In Aviation · How Do Pilots Deal With... · Correcting Crosswind...Missing: meteorology | Show results with:meteorology
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What are the Maximum Wind Limits for a Commercial Jet Aircraft?
On a dry runway, a Boeing 737-800 has a maximum allowable crosswind component of approximately 33kts. For taking off on a wet runway it's about 27kts. The ...
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14 CFR § 25.237 - Wind velocities. - Law.Cornell.Edu
(1) A 90-degree cross component of wind velocity, demonstrated to be safe for takeoff and landing, must be established for dry runways and must be at least 20 ...
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[PDF] EASA-2011-08-Near-ground-wind-gust-detection.pdf
For a few aircraft types the crosswind demonstration flight test reports were ... There are various physical principles that can be used to measure wind speed.<|control11|><|separator|>
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[PDF] Delta Air Lines Flight 191 - NTSB
Aug 15, 1986 · The National Transportation Safety Board determines that the probable causes of the accident were the flightcrew's decision to initiate and ...
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Delta Flight 191 Incident at DFW Airport - National Weather Service
Investigators also cited the aircrafts lack of ability to detect wind shear as a contributing cause. In 1988, the Federal Aviation Administration ordered ...Missing: crosswind | Show results with:crosswind
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[PDF] Airplane Flying Handbook (FAA-H-8083-3C) - Chapter 12
A reduction in power too late causes the airplane to float down the runway. Crosswind component is another factor to be considered in the degree of flap ...
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Technique - Crosswind takeoffs - AOPA
Apr 5, 2013 · 1. Aileron into the wind. Start the takeoff roll with the aileron deflected fully into the wind. Do this regardless of the wind strength.
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[PDF] Private Pilot for Airplane Category ACS
The FAA created FAA-G-ACS-2, Airman Certification Standards Companion Guide for Pilots, to provide guidance considered relevant and useful to the community. The ...
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Crosswind Archives - Aviation Ideas and Discussion!
Jun 28, 2025 · SAFE recommends all private-level flight applicants should have trained and logged at least 10 landings with 10 knots of crosswind.
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Head Up Display (HUD) | SKYbrary Aviation Safety
A HUD projects key flight data onto a screen in front of the pilot's forward vision, appearing far out, so the pilot doesn't need to change eye focus.Missing: aids | Show results with:aids
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[PDF] Airbus Crosswind Development and Certification
Feb 15, 2013 · Historically, there were two methods of computation. For early certifica- tions, ATC tower winds were used to assess the level of crosswind ...<|separator|>
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High speed driving stability of road vehicles under crosswinds
Crosswinds affect vehicle driving stability and their influence increase with driving speed. To improve high speed driving stability, interdisciplinary research ...
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[PDF] Driving stability of passenger vehicles under crosswinds
The objectives of this research project are to increase the knowledge on driving stability performance of passenger vehicles and to understand how virtual ...
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https://research.chalmers.se/publication/521674/file/521674_Fulltext.pdf
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Crosswind-induced aero-performance deterioration of a vehicle ...
Jan 2, 2025 · The placement of wind barriers along the roadside has proven to be a practical measure in mitigating the decline in aerodynamic performance ...
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Mitigation of crosswind effects on high-speed trains using vortex ...
Jul 26, 2024 · Vortex generators can enhance the operational safety of high-speed trains and offer effective anti-rolling performance.
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Full article: Mitigating crosswind effect on high-speed trains by active ...
The current research efforts to mitigate crosswind effects on high-speed trains mainly focus on designing various windproof facilities and optimizing the shape ...
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CFD Study of High-Speed Train in Crosswinds for Large Yaw ... - MDPI
Sep 7, 2022 · Crosswind action on a train poses a risk of vehicle overturning or derailment. The risk is elevated not only when wind speed is high, but also ...Missing: strategies | Show results with:strategies
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https://www.mdpi.com/1996-1073/15/18/6549
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EFFECT OF WIND ON SHIP HANDLING - Marine Teacher
When berthing with strong crosswinds, or attempting to stop and hold in a narrow channel, it is best to plan well ahead as such a ship can prove very difficult ...Missing: techniques | Show results with:techniques