25 FINAL APPROACH ROUND OUT TAXI TOUCH DOWN Wind Figure 11-25. Crosswind approach and landing. 11-19 •  Failure to recognize a strong crosswind blowing at the  runway during the downwind leg; Common errors in the performance of crosswind approaches  and landings include: When in final approach, the wind correction angle (crab  angle) is established by heading toward the wind with the  wings level so that the aircraft’s ground track remains aligned  with the centerline of the runway.  [Figure 11-25]  This crab  angle is maintained all the way to touchdown, when the rear  wheels hit first and rotate the carriage and wing around so  the front wheel touches the ground with the carriage going  straight. However, if in turbulent air or pitched forward  during the touchdown, with the front wheel touching the  ground first, the pilot should lightly control the steering of  the front wheel to be headed in the direction the carriage is  going. WSC carriage front landing gear typically has camber  that tends to steer the front wheel naturally in the direction  of travel, so a light touch on the front wheel as it touches  the ground allows it to find its own direction of travel. Once  the front wheel is on the ground, lower the nose to keep the  WSC on the ground and steer as required down the center  of the runway. The procedure for the wing during the roundout is the same  as that for normal and turbulent roundout and touchdowns.  The exception is that after touchdown the windward wing  should be lowered slightly so the wind cannot get under it to  flip the WSC aircraft during later landing roll and taxi.  Takeoffs and landings in certain crosswind conditions are  inadvisable and even dangerous.  [Figure 11-26]  If the  crosswind is great enough, a hazardous landing condition  may result. Therefore, takeoff and landing capabilities with  respect to the reported surface wind conditions and available  landing directions must be considered. WSC crosswind limitations have been tested and are included  in the POH. The headwind and crosswind components for a  given situation can be determined by reference to a crosswind  component chart.  [Figure 11-27]  It is imperative that pilots  determine the maximum crosswind component of each aircraft  flown and avoid operations in wind conditions that exceed the  capability of the aircraft. The automatic weather observation  system (AWOS) or automatic surface observation system  (ASOS) at airports is useful in determining the measured  velocity for this evaluation.  Maximum Crosswind Velocities  Crosswind Landings