Learn how pilots choose a landing runway using wind, ATC, approach availability, runway length, braking, weather and aircraft limits.
Pilots normally land on the runway that offers the safest combination of headwind, sufficient length, suitable surface, available approach and acceptable braking. At controlled airports, ATC designates the runway in use; the pilot checks that it is operationally suitable and may request another runway or refuse an unsafe clearance.
Who decides which runway is in use?
In real-world aviation, ATC assigns the runway at controlled airports, but the pilot-in-command remains responsible for accepting it.
ATC and airport operations establish a runway configuration using the wind, traffic flow, available instrument approaches, runway closures, noise procedures and ground congestion. The active arrival runway is normally included in the airport's recorded information; our explanation of how to read and use ATIS information covers what pilots listen for before approach.
ATC does not know every aircraft's landing weight, braking capability, tailwind limit or equipment status. The crew must confirm that the assigned runway works for their aircraft. At an uncontrolled airport, pilots make that assessment themselves and coordinate with other traffic.
Factors that determine landing runway choice
Runway choice is a performance and risk decision, not simply a matter of pointing the aircraft into wind.
| Factor | What pilots assess | How it affects the choice |
|---|---|---|
| Wind | Headwind, tailwind, crosswind and gust components | A headwind is preferred; excessive crosswind or tailwind can make a runway unsuitable. |
| Landing performance | Landing distance available, aircraft weight, elevation, temperature, slope and equipment status | The calculated landing distance must fit within the applicable operational margin. |
| Runway condition | Dry, wet, snow-covered, icy or contaminated surface; reported braking action | Poor braking increases landing distance and may prohibit use of that runway. |
| Approach and weather | Visibility, cloud base, approach minima, lighting and navigation-aid serviceability | Low weather may require a runway with a suitable instrument approach. |
| Runway dimensions | Length, width, surface type and displaced thresholds | A runway suitable for a light aircraft may be unsuitable for a larger or heavier one. |
| Terrain and obstacles | Approach path, missed-approach route and local hazards | Terrain, obstacles or windshear can outweigh an otherwise favourable wind. |
| Airport operation | Traffic sequence, parallel-runway use, closures, taxi routes and noise restrictions | These shape ATC's preferred runway, provided it remains operationally acceptable. |
Why do pilots usually land into the wind?
Landing into wind reduces groundspeed for a given indicated airspeed, which normally shortens the landing roll and reduces the energy that the brakes must absorb.
Wind direction is reported as the direction from which it blows. A wind from 280° therefore favours runway 27 over runway 09. Runway numbers represent the approximate magnetic centreline heading rounded to the nearest ten degrees, so they are not exact headings.
Pilots calculate the headwind or tailwind component and the crosswind component rather than comparing runway and wind numbers casually. Gusts must also be considered. The applicable crosswind value may be an aircraft or operator limit, or merely a demonstrated or advisory figure, so crews must know which applies.
A runway facing into wind is not automatically the best choice. A slight tailwind may be acceptable when the opposite runway has no usable instrument approach, poor lighting, difficult terrain or disruptive traffic conflicts. It is accepted only when aircraft limitations and landing-performance calculations permit it.
How do pilots choose a runway at an uncontrolled airport?
At an uncontrolled airport, pilots combine published airport information, observed weather and the established traffic flow to select the safest runway.
- Check the airport information. Confirm runway dimensions, displaced thresholds, surface, closures, published approaches and any preferred calm-wind runway.
- Obtain the weather. Use the available weather broadcast and windsock, then account for gusts and changing conditions.
- Calculate the wind components. Compare headwind, tailwind and crosswind values with aircraft limitations, pilot proficiency and landing performance.
- Observe existing traffic. Listen to position reports and identify the runway and circuit direction already being used. Do not create a head-on conflict merely to save taxi time.
- Join and communicate predictably. Announce intentions and enter the appropriate circuit without cutting across other aircraft. Our guide to joining and flying the active traffic pattern explains the sequence and wind corrections.
If the established runway is unsafe for a particular aircraft, its pilot should not follow the flow blindly. The safer choices may be to wait, coordinate a runway change, use another airport or discontinue the approach.
Can a pilot refuse the runway assigned by ATC?
A pilot can reject an assigned runway that is unsuitable and request a safer alternative.
The crew might report that it is unable to accept the runway because of a tailwind, excessive crosswind, inadequate landing distance, contamination, approach minima or an aircraft limitation. ATC may offer another runway, delay the aircraft, provide additional positioning or require it to hold. Without an emergency, the pilot must not simply switch runways and land without the required clearance at a controlled airport.
A late runway change also requires a new approach briefing, navigation setup, minima check, missed-approach review and landing-performance calculation. If there is not enough time to complete those tasks properly, the correct response is to request more track miles, delay the approach or go around.
Common runway-selection mistakes
The most common errors come from using one convenient clue while ignoring the complete operational picture.
- Treating the runway number as an exact heading. The designation is rounded, and magnetic variation can change over time.
- Reading the wind backwards. A reported wind direction tells pilots where the wind comes from, not where it is going.
- Mixing reference systems. Coded meteorological winds are normally referenced to true north, while runway designations are magnetic; operational voice-report conventions depend on local procedures.
- Ignoring gusts or runway contamination. A runway that works in steady wind on dry pavement may not work in gusty conditions with reduced braking.
- Accepting the flight plan's suggested runway automatically. Weather, closures and approach availability may have changed since the route was prepared.
- Choosing the longest runway without checking the approach. Extra pavement does not compensate for unsuitable minima, terrain or an excessive tailwind.
Applying runway choice in a flight simulator
The same priorities apply in a flight simulator, although built-in ATC may use simplified logic or weather that does not match the conditions shown by the aircraft. We recommend checking the simulator's actual wind, runway state and approach availability rather than obeying an obviously unsafe assignment.
If the preferred runway creates a significant crosswind, compare the component with the aircraft's published guidance and your ability to maintain a stable approach. Our practical guide to calculating and flying a crosswind landing in a simulator covers the technique. If the approach becomes unstable or the runway is no longer suitable, go around and reassess instead of forcing the landing.