The seaplane started its take-off run on a water surface agitated by strong cross-winds from the right.

The crew also did not recognize that the gusty crosswind conditions had caused the aircraft to drift to the right during landing.

A line is interoperable from the cross wind point of view if safety is ensured for a reference train running along that line under the most critical operational conditions.

The operator did not have defined crosswind limits that would have restricted the maximum crosswind allowed for take-off and landing, nor was it required to do so.

Since the crew did not have quantitative data regarding the precipitation rate, they were unable to assess the impact of the rain on landing performance in crosswind conditions.

The recommendations of Airbus for landing in crosswind conditions make the distinction between a weak crosswind (typically, up to 15 to 20 knots) and a stronger wind.

The runway excursion was not the result of a premature crab angle reduction manoeuvre, which is often associated with landing incidents in crosswind conditions.

The runway excursion was not the result of a premature crab angle reduction manoeuvre, which is often associated with landing incidents in crosswind conditions.

Crews should be trained to identify operational risks associated with adverse conditions, such as reduced visibility, visual illusions, contaminated runways and cross-winds.

A line is interoperable from the cross wind point of view if safety is ensured for a reference train running along that line under the most critical operational conditions.

This European Standard is applicable to all railway vehicles that will operate under the Interoperability Directives taking into consideration the recommendations given in Annex F on the application of the standard (migration rule).

Crews should be trained to identify operational risks associated with adverse conditions, such as reduced visibility, visual illusions, contaminated runways and cross-winds.

The pilot was unable to maintain control of the aircraft, equipped with Robertson and Flint Aero kits, during a take-off with 20 degrees of flap in strong cross-wind conditions.

The TSB determined that the pilot had been unable to maintain control of the aircraft, which was equipped with Robertson and Flint Aero kits, during a takeoff with 20° of flap in strong crosswind conditions.

After a turbulent flight, an individual reported that the pilot had made a second attempt to land at an airport that, in their view, should not have been attempted due to a strong crosswind.