WATCH: Another angle of yesterday’s Jet2 Boeing 737-800 (G-JZHE), operating flight LS1310 from Venice, shows the moment it veered off the runway at Birmingham Airport, UK. Crosswind landings require precise control inputs, especially during the flare and the transition to ground roll. During the flare, the pilot uses the rudder to align the aircraft’s nose with the runway while applying opposite aileron as needed to prevent the upwind wing from lifting. In this case, right rudder would be required if the aircraft needed to yaw to the right to align with the runway. Timing is critical. Correcting too early or using the wrong combination of rudder and aileron can cause lateral drift. At touchdown, the aircraft should be aligned as closely as practicable with the runway centerline. Once on the ground, rudder effectiveness decreases as speed reduces. Nose-wheel steering, linked to the rudder pedals on the 737, helps maintain directional control during the rollout. However, strong crosswinds and sudden gusts can make the aircraft difficult to keep aligned. Birmingham Airport (BHX) is known for challenging crosswind conditions, and the recent Storm Boelo and Austen affecting the UK made these conditions even more demanding. Something worth noting: if the pilot transitions from the rudder pedals to the toe brakes and releases some right-rudder input before directional control is fully established, that could affect the aircraft’s alignment. However, the footage alone is not enough to confirm the exact control inputs or establish the cause of the runway excursion. Had the aircraft struck the elevated runway edge lights or other hard objects, the landing gear tire could have burst immediately! I am sure there are deep cuts on the left main gear tire and some flat spots due to excessive braking. After such an incident, the crew normally reports the occurrence through the operator’s safety reporting system and files an Air Safety Report. The aircraft would also require an appropriate inspection before returning to service, with the extent of the checks determined by the event and the applicable maintenance procedures. The CAA will be involved locally. I have seen instances where, after an incident, pilots simply park the aircraft at the gate and leave without filing a report to cover themselves, which is bad practice. During inspection, maintenance finds out, and then they are in trouble. Video from the UK-Aviation-Spotter link in the first comment.