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Category Transport & Vehicles

Runway Heading

Enter 1–36 (runway number) or 10–360 (heading°)

Wind Direction

Magnetic heading the wind is coming FROM (0–360)

Wind Speed

Gust Speed (optional)

Presets:

Enter values and press Calculate

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About

Crosswind and headwind components determine whether a landing or takeoff is within aircraft limits. The calculation decomposes the reported wind vector into two orthogonal components relative to the runway centerline. The crosswind component equals V_w × sin(α), where α is the angular difference between the wind direction and the runway heading. Exceeding a manufacturer's demonstrated crosswind limit (often 25 - 38 kt for transport category aircraft) can result in loss of directional control, runway excursion, or structural damage to landing gear. This tool applies standard trigonometric decomposition as used in METAR/ATIS briefings and compliant with FAA Advisory Circular AC 90-66B.

Gusts are handled separately because the maximum reported gust speed, not the sustained wind, governs regulatory crosswind limits for most operators. A tailwind component (negative headwind) is flagged explicitly since tailwind limits are typically much lower (10 - 15 kt). The tool assumes magnetic headings. Note: this calculation does not account for wind shear below 200 ft AGL or turbulence effects on approach stability.

Formulas

The wind vector is decomposed into components parallel and perpendicular to the runway centerline. The angle α is the difference between reported wind direction and the runway magnetic heading.

α = Wind Direction − Runway Heading

Crosswind = V_w × sin(α)

Headwind = V_w × cos(α)

Where V_w = reported wind speed in knots (or selected unit). A positive headwind value indicates a headwind. A negative headwind value indicates a tailwind. The absolute value of the crosswind component is compared against aircraft limits. For gusting winds, the gust speed replaces V_w to calculate worst-case components. The conversion factor from degrees to radians: α_rad = α_deg × π180.

Reference Data

Aircraft Category	Max Demonstrated Crosswind	Max Tailwind	Typical Approach Speed	Notes
Cessna 172	15 kt	10 kt	65 kt	POH limitation
Piper PA-28	17 kt	10 kt	75 kt	POH limitation
Beechcraft King Air	25 kt	10 kt	101 kt	Demonstrated, not limiting
Boeing 737-800	33 kt	15 kt	137 kt	AFM demonstrated
Boeing 777-300ER	38 kt	15 kt	145 kt	Dry runway
Airbus A320	33 kt	15 kt	135 kt	38 kt dry demonstrated
Airbus A330	35 kt	15 kt	140 kt	AFM limitation
Bombardier CRJ-900	27 kt	10 kt	131 kt	Demonstrated
Embraer E175	28 kt	10 kt	132 kt	AFM demonstrated
Cirrus SR22	15 kt	10 kt	80 kt	POH limitation
Diamond DA40	20 kt	10 kt	70 kt	Demonstrated
ATR 72-600	35 kt	10 kt	110 kt	Dry runway limit
Boeing 747-400	30 kt	15 kt	150 kt	Demonstrated
Gulfstream G650	28 kt	10 kt	130 kt	AFM limitation
Wet/Contaminated Runway	Reduce crosswind limits by 20 - 50% per operator SOP. Check airline-specific tables.

Frequently Asked Questions

The demonstrated crosswind is the maximum crosswind component encountered during certification flight testing. It is not a hard limit but rather the highest value proven safe by the test pilot. Many operators treat it as an operational limit. The AFM (Aircraft Flight Manual) may or may not impose a binding maximum. Always consult your operator's SOP and the specific AFM supplement for your aircraft variant.

Regulatory guidance (FAA, EASA) typically requires pilots to use the peak gust speed when assessing crosswind limits. If METAR reports wind as 270°/15G25kt, you should compute crosswind using V_w = 25 kt (the gust value), not 15 kt. This calculator provides both sustained and gust component outputs.

The headwind component is computed as V_w × cos(α). When the angular difference α exceeds 90°, cos(α) becomes negative, meaning the wind is pushing the aircraft from behind. Tailwind limits are much stricter than crosswind limits - typically 10 - 15 kt - because tailwinds increase ground speed and required landing distance.

Runway numbers are based on magnetic heading (rounded to nearest 10°). ATIS/METAR wind reports at airports are also referenced to magnetic north. Therefore, use magnetic headings for both inputs. If using winds aloft data (which references true north), apply the local magnetic variation before computing.

On wet or contaminated runways, directional control via tires is degraded. Most operators reduce demonstrated crosswind limits by 20% to 50%. For example, a 33 kt dry limit might become 25 kt wet or 15 kt on a contaminated surface. Check your airline's adverse weather SOP.

Yes. This calculator accepts both formats. If you enter a value between 1 and 36, it multiplies by 10 automatically (e.g., runway 27 becomes 270°). Values above 36 are treated as a direct magnetic heading in degrees.