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The maximum crosswind for performing an autoland is a certified limitation.
Assignment by ATC of a given landing runway should be questioned by the PF if prevailing runway conditions and crosswind component are considered inadequate for a safe landing.

IV Final Approach Technique
Figure 1 shows that depending on the recommendations published in the aircraft-operating manual, the final approach under crosswind conditions may be conducted:
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With wings-level (i.e., applying a drift correction in order to track the runway centerline, this type of approach is called a crabbed approach [Airbus recommended technique]), or

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With a steady sideslip (i.e., with the aircraft fuselage aligned with the runway centerline, using a combination of into-wind aileron and opposite rudder to correct the drift).

 

Figure 1
Crabbed Approach versus Sideslip Approach

Flight Operations Briefing Notes
Crosswind Landings
Airframe manufacturers consider the following factors when recommending a wings-level or a steady-side-slip approach:
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Aircraft geometry (i.e., pitch attitude and bank angle limits for preventing tail strike, engine nacelle contact or wingtip contact)

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Ailerons (roll) and rudder (yaw) authority

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Crosswind component.

This Flight Operations Briefing Note focus on the wings-level / crabbed approach technique, recommended by Airbus, to discuss the associated flare and decrab techniques depending on the crosswind component.

V Flare Technique
The objectives of the lateral control of the aircraft during the flare are to land on the centerline, and to minimize the loads on the main landing gear.
During the flare, rudder should be applied as required to align the aircraft with the runway heading. Any tendency to roll downwind should be counteracted by an appropriate input on the sidestick (or control column, as applicable).
　
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