Aircraft Demonstrated Crosswind Limits by Type
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Full bio →Before landing in a crosswind, verify your aircraft’s published limit and use the crosswind calculator to confirm the component is within range. This page lists demonstrated crosswind limits for common aircraft and explains what the numbers mean.
What “Demonstrated Crosswind Component” Means
The demonstrated crosswind component (DCC) is the maximum crosswind in which the manufacturer has demonstrated the aircraft can be safely landed during certification testing. It appears in the Pilot’s Operating Handbook (POH) or Airplane Flight Manual (AFM) under the Limitations or Performance section.
It is not a structural limit. The airframe does not fail above this value. It is a handling-quality statement: “we tested it to this level and confirmed control was adequate.”
Under 14 CFR Part 23 (the certification standard for normal-category GA aircraft), manufacturers are only required to demonstrate controllability in a 90° crosswind equal to 0.2 × Vso (stall speed in landing configuration). For a Cessna 172 with Vso of 40 knots, that’s only 8 knots. Most manufacturers demonstrate significantly more — the POH value reflects actual testing, which often exceeds the minimum.
GA Single-Engine Aircraft
| Aircraft | Demonstrated Crosswind (kts) | Notes |
|---|---|---|
| Cessna 172 Skyhawk (all models) | 15 | POH Section 2; same across 172N/P/R/S/SP |
| Cessna 182 Skylane | 15 | Similar to 172 despite higher gross weight |
| Cessna 152 | 12 | Lower limit; smaller rudder authority |
| Piper PA-28-161 Warrior | 17 | More rudder authority than C172 |
| Piper PA-28-181 Archer | 17 | Same as Warrior |
| Piper PA-32 Cherokee Six | 17 | Larger aircraft, same limit |
| Piper PA-34 Seneca | 15 | Twin — asymmetric thrust adds complexity |
| Beechcraft Bonanza A36 | 17 | Published in AFM |
| Beechcraft Baron 58 | 17 | Twin, same as Bonanza |
| Cirrus SR20 | 20 | Larger vertical stabilizer |
| Cirrus SR22 | 21 | Highest common GA single limit |
| Diamond DA20 | 15 | Low-wing, European certification |
| Diamond DA40 | 20 | Larger tail than DA20 |
| Mooney M20 | 15 | Classic design, lower limit |
GA Multi-Engine Aircraft
| Aircraft | Demonstrated Crosswind (kts) | Notes |
|---|---|---|
| Piper PA-44 Seminole | 17 | Common multi-engine trainer |
| Beechcraft Duchess | 14 | Lower than most — narrow gear |
| Cessna 310 | 15 | Older design |
Turboprop Aircraft
| Aircraft | Demonstrated Crosswind (kts) | Notes |
|---|---|---|
| Cessna Caravan 208 | 20 | Common charter/cargo turboprop |
| King Air C90 | 25 | Wide-body turboprop |
| Pilatus PC-12 | 25 | Popular charter aircraft |
| TBM 940 | 20 | High-performance single turboprop |
Jet Aircraft
| Aircraft | Demonstrated Crosswind (kts) | Notes |
|---|---|---|
| Cessna Citation CJ3 | 25 | Entry-level business jet |
| Gulfstream G280 | 30 | Mid-size business jet |
| Boeing 737-800 | 33 | Commercial — published in AFM |
| Boeing 787 | 38 | Wide-body, large control surfaces |
| Airbus A320 | 29 | Published limit; varies by operator |
| Airbus A380 | 35 | Four-engine; crosswind tested extensively |
Can You Land Above the Demonstrated Limit?
This is a nuanced question. The FAA’s answer in 14 CFR 91.9 is that operations must comply with the AFM/POH limitations. However, the demonstrated crosswind is not always listed under “Limitations” — in some POHs it appears only in “Performance” notes.
In practice:
- CFIs and airlines treat the demonstrated crosswind as a hard limit for training and operations
- More experienced pilots with appropriate type-specific endorsement may operate above it in some conditions
- Many operators publish their own operational crosswind limits (SOPs) that are equal to or lower than the AFM value
- For student pilots and initial checkrides: treat the demonstrated crosswind as an absolute limit
If the crosswind component exceeds the demonstrated limit, the correct action is to use an alternate runway, divert, or hold for conditions to improve — not to attempt the landing.
Checking Your Aircraft’s Limit
The authoritative source is always your specific aircraft’s POH/AFM. Published limits vary by serial number range and modification status. The table above uses typical production values — confirm in the actual document before flight.
Enter your aircraft’s limit into the crosswind calculator and it will display a green/yellow/red status based on the calculated crosswind component. Yellow = above 75% of limit. Red = exceeds limit.
For crosswind calculation methodology, see the crosswind component formula reference. For landing technique in crosswinds near the limit, see crosswind landing techniques.