Crosswind calculator
Pick an airport and see the headwind and crosswind on every runway, using the current wind report.
The formula
crosswind = wind speed × sin(angle)
headwind = wind speed × cos(angle)
The angle is the difference between the wind direction and the runway’s true heading. When the headwind is negative, the wind is behind you: a tailwind.
A 10-knot wind 30° off the runway heading gives 5 kt of crosswind (10 × sin 30°) and 8.7 kt of headwind (10 × cos 30°). At 45° the split is roughly equal. At 90° it is all crosswind.
How this works
- Crosswind and headwind components
- Wind rarely blows straight down a runway. The crosswind component is the part that pushes the aircraft sideways. The headwind component is the part that pushes against the nose. To find each one, measure the angle between the wind and the runway. Multiply the wind speed by the sine of that angle for the crosswind, and by the cosine for the headwind. A negative headwind is a tailwind.
- Magnetic vs. true headings
- Runway numbers are magnetic north, rounded to the nearest ten degrees. METAR wind is true north. If you subtract one from the other directly, you add the local magnetic variation to the result. At Denver that error is about 8 degrees. In the far north it can exceed 15. The correct calculation uses the surveyed true bearing of the runway, not its painted number.
- Variable wind (VRB)
- VRB means the wind has no steady direction. You cannot split it into crosswind and headwind because there is no angle to measure. The reported speed is still real. While the wind swings, the full speed can arrive across any runway on the field.
- Maximum demonstrated crosswind
- The crosswind component tells you how much wind hits the aircraft from the side. It does not tell you whether the landing is safe. The POH lists a maximum demonstrated crosswind: the highest crosswind a test pilot landed in during certification. Many operators treat it as a hard limit. It is a data point.
Crosswind limits by aircraft
Most training aircraft have a maximum demonstrated crosswind between 12 and 20 knots. This is the strongest crosswind a test pilot landed in during certification. It is a data point, not a regulatory limit. Many operators and flight schools treat it as one.
| Aircraft | Max demonstrated |
|---|---|
| Cessna 152 | 12 kt |
| Cessna 172 Skyhawk | 15 kt |
| Cessna 182 Skylane | 15 kt |
| Piper PA-28 Cherokee | 17 kt |
| Beechcraft Bonanza | 17 kt |
| Cirrus SR22 | 20 kt |
| Diamond DA40 | 20 kt |
Values vary by model year and configuration. Check your specific POH.
Frequently asked questions
- How do you calculate the crosswind component?
- Multiply the wind speed by the sine of the angle between the wind direction and the runway heading. A 15-knot wind at 30 degrees off the runway gives 15 x sin(30) = 7.5 kt of crosswind. The headwind uses cosine: 15 x cos(30) = 13 kt.
- What is the difference between headwind, crosswind, and tailwind?
- A headwind blows toward the nose and shortens the takeoff and landing roll. A crosswind blows from the side and requires a correction to stay on the centerline. A tailwind blows from behind, increases ground speed, and lengthens the roll. Any wind that is not straight down or across the runway splits into both components.
- Can you land with a tailwind?
- Yes, but a tailwind increases ground speed, lengthens the landing roll, and steepens the approach. Most operators treat 10 knots as the practical limit. A negative headwind on a runway means the wind is behind you. Use the reciprocal runway if one is available.
- What crosswind limit should a student pilot use?
- Your instructor sets this, usually well below the aircraft's demonstrated value. A common progression is 5 to 8 knots solo, increasing with experience. The POH's maximum demonstrated crosswind is a data point from certification flights, not a target for everyday operations.
Not a substitute for an official pre-flight weather briefing.