longitudinal axis aligned with the runway. In other words, the  drift is controlled with aileron and the heading with rudder.  The airplane is now side slipping into the wind just enough that  both the resultant flightpath and the ground track are aligned  with the runway. If the crosswind diminishes, this crosswind  correction is reduced accordingly, or the airplane begins  slipping away from the desired approach path.  [Figure 8-17] To correct for strong crosswind, the slip into the wind is  increased by lowering the upwind wing a considerable  amount. As a consequence, this results in a greater tendency  of the airplane to turn. Since turning is not desired,  considerable opposite rudder must be applied to keep the  airplane’s longitudinal axis aligned with the runway. In some  airplanes, there may not be sufficient rudder travel available  to compensate for the strong turning tendency caused by the  steep bank. If the required bank is such that full opposite  rudder does not prevent a turn, the wind is too strong to  safely land the airplane on that particular runway with those  wind conditions. Since the airplane’s capability is exceeded,  it is imperative that the landing be made on a more favorable  runway either at that airport or at an alternate airport. airplane must be aligned with the runway to avoid sideward  contact of the wheels with the runway. If a long final approach  is being flown, one option is to use the crab method until just  before the round out is started and then smoothly change to  the wing-low method for the remainder of the landing. The wing-low (sideslip) method compensates for a crosswind  from any angle, but more important, it keeps the airplane’s  ground track and longitudinal axis aligned with the runway  centerline throughout the final approach, round out,  touchdown, and after-landing roll. This prevents the airplane  from touching down in a sideward motion and imposing  damaging side loads on the landing gear. Flaps are used during most approaches since they tend to have  a stabilizing effect on the airplane. The degree to which flaps  are extended vary with the airplane’s handling characteristics,  as well as the wind velocity. To use the wing-low method, align the airplane’s heading  with the centerline of the runway, note the rate and direction  of drift, and promptly apply drift correction by lowering  the upwind wing.  [Figure 8-16]  The amount the wing must  be lowered depends on the rate of drift. When the wing  is lowered, the airplane tends to turn in that direction. To  compensate for the turn, it is necessary to simultaneously  apply sufficient opposite rudder pressure to keep the airplane’s  Generally, the round out is made like a normal landing  approach, but the application of a crosswind correction is  continued as necessary to prevent drifting. Since the airspeed decreases as the round out progresses, the  flight controls gradually become less effective. As a result,  the crosswind correction being held becomes inadequate.  When using the wing-low method, it is necessary to gradually  increase the deflection of the rudder and ailerons to maintain  the proper amount of drift correction. Do not level the wings and keep the upwind wing down  throughout the round out. If the wings are leveled, the  airplane begins drifting and the touchdown occurs while  drifting. Remember, the primary objective is to land the  airplane without subjecting it to any side loads that result  from touching down while drifting. If the crab method of drift correction is used throughout the  final approach and round out, the crab must be removed the  instant before touchdown by applying rudder to align the  airplane’s longitudinal axis with its direction of movement.  This requires timely and accurate action. Failure to  8-15 Crosswind Touchdown Crosswind Round Out (Flare) Figure 8-15.  Crabbed approach. Figure 8-16.  Sideslip approach. WIND WIND