###### Abstract
Sudden changes in headwind can significantly alter the indicated air speed (IAS), a critical parameter for safe flight within operational speed margins. Therefore, all three wind components in three-dimensional space must be considered for ensuring safe aircraft operations. The most hazardous scenario arises when multiple gust components occur simultaneously, such as near thunderstorm cells, where microbursts and associated wind shear can occur. A microburst is characterized by a strong initial headwind gust, which can cause a rapid increase in IAS (Figure 1). To avoid exceeding the aircraft's structural speed limits (e.g., maximum flap speed) pilots may reduce engine thrust. However, due to the nature of microbursts, this headwind may quickly transition to a tailwind, leading to sudden drop in airspeed. With reduced thrust, this may induce a stall. Even a rapid throttle increase may not restore adequate speed in time especially for jet engines, which have slower response times. In such cases, the only viable option may be to reduce the pitch angle and descend, which is particularly dangerous during take-off and landing, when altitude margins are minimal. Furthermore, microbursts often involve a combination of vertical and lateral gusts, compounding the risk. Side gusts pose a significant challenge during take-off and landing, making it difficult to maintain horizontal stabilization on a specific radial or localizer. Deviations from the intended horizontal flight path can interfere with approaches at airports that require specific precise separation from obstacles or terrain restrictions (e.g., approach to runway 05 in Madeira LPMA). Loss of the required stabilization in the vertical plane requires a go-around, whereas terrain proximity warnings require the crew to perform an escape maneuver [17]. Sudden side gusts also pose a risk of aircraft components contacting the ground. Depending on the flap configuration and pitch angle, parts, such as the wingtip, engine nacelle, or flap mechanism tip, may strike the runway. Another hazard associated with side gusts is runway excursion. Commercial airliners have operational crosswind limits for take-off and landing, defined by rudder compensation capabilities. Operator specific regulations, along with the runway width and surface conditions, further influence the allowable crosswind limits. In winter conditions or on contaminated runways, these can be significantly lower than under ideal conditions (Runway Condition Code 6 (RCC). The effects of side gusts may be exacerbated by yaw damper failure. In flight, they can cause autopilot disengagement and exceed the maximum safe bank angle of 35 degrees for commercial aircraft. As the bank angle increases, the maneuvering speed range narrows due to the increased load factors. Vertical gusts affect the angle of attack, altering lift and drag coefficients and directly influencing the aircraft's vertical speed. Significant vertical air movements often occur near thunderstorm clouds and convective updrits. Although vertical gusts less commonly affect the ability to meet required climb gradients during take-off, they significantly hinder vertical stabilization during approach. Sudden vertical speed changes require rapid adjustments in thrust and pitch settings, which automatic control systems may struggle to manage effectively. Additionally, with engines typically mounted beneath the wings, power changes directly influence pitch angle due to the shifting thrust vector relative to the aircraft's center of gravity. The gust components described above may occur simultaneously and in different flight phases, contributing to turbulence. Changing gust directions complicate speed management and aircraft control. Consequently, situational awareness and crew response time under strong gust conditions are critical to continuing standard procedures or executing escape maneuvers correctly.