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In the case of a very strong crosswind, the aircraft may be landed with a residual drift / crab angle (maximum 5°) to prevent an excessive bank (maximum 5°). Consequently, combination of the partial decrab and wing down techniques may be required.

VI Understanding Crosswind Landing Limitations
The following discussion of flight dynamics can provide an enhanced understanding of the various crosswind landing techniques (i.e., final approach, flare and align phases).

Crosswind Landing Capability – Design Factors
Figures 2 and Figure 3 illustrate the limitations involved in crosswind landing (for a given steady crosswind component):
.  
Bank angle at a given crab angle or crab angle at a given bank angle:

.  The graph provides the bank angle / crab angle relationship required to correct the drift and track the runway centerline at the final approach speed (VAPP) in a steady-side-slip condition. Positive crab angles reflect normal drift corrections and sideslip conditions (i.e., with the aircraft pointing into wind). Negative crab angles result from an excessive rudder correction (i.e., aircraft pointing away from wind direction) and require a more-than-desired bank angle to maintain a steady-sideslip.

.  
Aircraft geometry limitation:

.  This limitation reflects the maximum pitch attitude and/or bank angle that can be achieved without incurring a tail strike or scrapping the engine nacelle, the flaps or the wingtip (as applicable).

Flight Operations Briefing Notes
Crosswind Landings
.  Ailerons / rudder authority:
.  This limitation reflects the aircraft maximum capability to maintain a steady-sideslip under crosswind conditions.
Figure 2 and Figure 3 assume that the approach is stabilized and that the flare is performed at a normal height and with a normal pitch rate. These figures may not be available and published for all aircraft types and models, but all aircraft are subject to the same basic laws of flight dynamics that these figures reflect.
　
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