Crosswind Landing at a Marginal Runway
You are approaching a 1,800 m runway in a light twin. The reported wind is 240 degrees at 18 knots gusting to 28. The runway is 24, oriented 240 degrees. The aircraft's demonstrated crosswind limit is 20 knots. The runway is dry but the touchdown zone has a slight downhill slope. You are at 1,000 ft on final, fully configured, with 30 minutes of fuel remaining above reserve. The first officer is flying and appears to be struggling with the gusty conditions.
1. Assess the crosswind and gust situation against the aircraft limits.
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Crosswind component. The wind is almost aligned with runway 24, so the crosswind component is small for the steady wind. However, the gust spread is 10 knots. The gust may arrive with a direction shift, so the effective crosswind at the moment of touchdown can exceed the steady-state calculation. The demonstrated crosswind limit of 20 knots applies to the steady component; a gust that shifts the direction can produce a momentary crosswind above that.
Gust handling. Add half the gust spread to the approach speed: 5 knots. This improves control authority and reduces the risk of a stall in a gust.
Runway factors. The downhill slope in the touchdown zone increases landing distance and makes the flare less forgiving. The 1,800 m length is adequate for a light twin, but the slope and gusts argue for a firm, early touchdown rather than a float.
2. The first officer is struggling. What should you do?
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Assess. A struggling pilot on final in gusty conditions is a safety risk. The decision must be made early, not at 100 ft.
Options. If the first officer is not stabilised by 500 ft, take control. A clear call of 'I have control' with a confirmation is the correct procedure. Alternatively, go around and let the first officer try again with a stabilised approach brief, or take the landing yourself.
Stabilised approach criteria. By 500 ft the aircraft should be on speed, on glidepath, configured and with a stable sink rate. If any of these is not met, a go-around is mandatory.
Human factors. Do not let hierarchy or embarrassment drive the decision. The commander's duty is to ensure a safe landing, and taking control is not a criticism of the first officer.
3. What is the go-around procedure and when should you commit to it?
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Commitment point. Decide by 500 ft. If the approach is not stabilised, or if a gust produces a drift or sink rate that cannot be corrected, go around.
Procedure. Apply go-around power, establish a positive climb, retract flaps on schedule, and announce the go-around to ATC. Fly the published missed approach or as instructed.
After the go-around. Reassess the wind and the first officer's performance. If the conditions remain marginal, consider holding for an improvement, diverting, or landing yourself. Do not attempt repeated unstable approaches; each one consumes fuel and increases risk.