.  
5 degrees of crab angle, and

.  
5 degrees of bank angle.

On aircraft models limited by their geometry characteristics, increasing the final
approach speed (i.e., by applying a wind correction on the final approach speed, even
under full crosswind, thus moving from point A to point D) increases the margin with
respect to the geometry limitation.

16
14
12

0 Degree Bank-Angle
10
2 Degree
8

4 Degree
6

6 Degree
4

8 Degree
2

10 Degree
0

12 Degree
-2
-4

Roll / Rudder Limit

Geometry Limit
-6
-8 -10 -12 -14
Indicated Airspeed (kt)

Figure 3

Crab Angle versus Bank Angle Typical - Maximum Landing Weight - Landing Configuration - 30 kt Crosswind
Crab Angle (Degree)

Flight Operations Briefing Notes
Crosswind Landings

Operational Recommendations and Handling Techniques
Figure 2 and Figure 3 show that:
.  With low crosswind (typically up to 15 kt to 20 kt crosswind component), a safe crosswind landing (i.e., flare and touchdown) can be performed with either:
. A steady-sideslip (i.e., no crab angle), or
. Wings-level with no decrab prior to touchdown.

Note [Airbus recommended technique]:
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).
.  With higher crosswind (typically above 15 kt to 20 kt crosswind component), a safe crosswind landing requires:
.  A crabbed-approach, and
.  A partial decrab prior to touchdown, using a combination of bank angle and crab angle (achieved by applying cross-controls).
　
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