the wind velocity changes by more than 5 kt over a 5-minute time period;

.  
If an instantaneous wind reading is desired and requested from the ATC, the phraseology “instant-wind“ should be used in the request (some controllers may provide such instant-wind without request under shifting and/or gusting wind conditions);

.  
The IRS wind is a near-real-time wind;

.  
The FMS wind is a 30-second-average wind; and,

.  
The maximum demonstrated crosswind generally applies to a steady wind and is not a limitation (unless otherwise stated).

Flight crews should use the most appropriate source of wind information, depending on the flight phase and intended use.
8.7 - Crosswind Landing
Operations in crosswind conditions require strict adherence to applicable limitations or maximum recommended crosswind values, operational recommendations and handling techniques, particularly when operating on wet or contaminated runways.
Approaching the flare point with wings-level and a crab angle, as required for drift correction, three flare techniques are possible (depending on runway condition, crosswind component and company SOPs):
.  
Align the aircraft with the runway centerline, while preventing drifting sideways, by applying into-wind aileron and opposite rudder (i.e., using cross-controls);

.  
Perform a partial decrab, using the cross-controls technique to continue tracking the runway centerline; or,

.  
Maintain the crab angle, for drift correction, and wings-level until the main landing gear touchdown.

.  
Understanding applicable operating factors, maximum recommended values and limitations;

.  
Using recommended and published flying techniques associated with crosswind landing;

Note :
A wings-level touchdown (i.e., without any
decrab) may be safer than a steady-sideslip
touchdown with an excessive bank angle;

.  
Requesting the assignment of a more favorable runway, if prevailing runway conditions and crosswind component are considered inadequate for a safe landing;

.  
Adapting the autopilot disconnect altitude to prevailing conditions in order to have time to establish manual control and trim the aircraft before the align/decrab phase and flare;

.  
Being alert to detect changes in ATIS and tower messages (wind direction shift, velocity and/or gust increase); and,

.  
Being aware of small-scale local effects associated with strong winds:

.  Updrafts and downdrafts;
.  Vortices created by buildings, forests or terrain.
Approach-and-Landing Briefing Notes
The scope, structure and suggested use of the Approach-and-Landing Briefing Notes are described in the chapter Introducing the Briefing Notes.

Briefing Notes Summary
Page 15

Introduction
This summary presents the conclusions and recommendations of the international Approach-and-Landing Accident Reduction (ALAR) Task Force led by the Flight Safety Foundation (FSF).
Background
The FSF ALAR Task Force was created in 1996 as another phase of the Controlled Flight Into Terrain (CFIT) accident reduction program launched in the early 1990s.
The FSF ALAR Task Force collected and analyzed data related to a significant set of approach-and-landing accidents, including those resulting in controlled-flight-into-terrain CFIT).
The Task Force developed conclusions and recommendations for practices that would improve safety in approach-and-landing, in the following domains:
.  
Air Traffic Control - Training and Procedures;

.  
Airport Facilities;

.  
Aircraft equipment; and,

.  
Aircraft Operations and Training.
　
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