32 FEBRUARY 2011

BY Steve Krog, CFI

THE Vintage Instructor

Taking the fear out of crosswind takeoffs“Every time I taxi to the runway

for takeoff my palms begin to sweat, and I get a nervous knot in my stom-ach, especially when at a fly-in with a large audience. I’ve read your pre-vious articles about crosswind land-ings and have put your tips to practice with great success. I no longer fear the crosswind landing, but the takeoff is another matter.”

Crosswind takeoffs can be a little intimidating, especially with a lot of observing critics judging your every move. But, just as with cross-wind landings, a little forethought, some practice, and learning to re-lax will go a long way to perfecting that takeoff.

I’ve found when either giving dual instruction or providing Biennial Flight Reviews (BFR), the hardest part of the takeoff is self-induced pilot anxiety! Whether sitting in the front seat of a J-3 Cub or in the right seat of a Taylorcraft BC-12D, I can practically read the student’s or pilot’s pulse by placing a finger lightly on the control stick or yoke or gently resting a foot against the rudder pedal. The closer we get to the crosswind takeoff, the greater the heart rate and the firmer the grip on the stick.

Let’s analyze a crosswind takeoff step-by-step and see if we can’t elim-inate the normally building fear. In this example we’ll assume that we have an approximately 30-degree 10-knot crosswind from left to right on a 75-foot-wide hard-surface run-way and we’re flying a J-3 Cub.

After taxiing to the end of the runway, completing the pre-takeoff

checklist, and clearing the runway for approaching traffic, we’ll taxi into position on the runway centerline. Once positioned and at a complete stop, take two or three deep breaths; this helps relax your breathing as well as your arm and leg muscles. Now lightly grip the stick in your right hand using your thumb, index, and middle finger. Think of the stick in terms of one of those huge carni-val cigars that could be won at any of a number of games of chance. Your ring and little fingers will not be in contact with the stick.

Position the balls of your feet lightly on the rudder pedals, with your heels contacting the floor. Rudder inputs during takeoff should be made by flexing your ankles, not your entire leg. This is one of the biggest mistakes I find with students and pilots alike. They all like to let their feet creep up on the rudder pedals, position-ing their arches on the pedals. The next trip you make to the airport, sit in your airplane and see where you normally position your feet on the rudder pedals. If your arches are contacting the pedals, rudder in-put requires movement of your en-tire leg; this will cause a stiff, jerky movement rather than the desired fluid movement achieved when flexing the ankle. The jerky move-ment leads to slow rudder input followed by overcorrecting rudder inputs. Improper foot placement will usually lead to a series of small S-turns during the takeoff roll.

With your hand placed properly

on the stick and feet correctly posi-tioned on the rudder pedals, we’re nearly ready to add power. But first we need to make the proper aileron and elevator inputs. Whether the crosswind is 5 knots or 20 knots and gusty, I always use full aileron de-flection. In this example the stick will be moved fully to the left with a full up aileron on the left (or wind-ward) side of the airplane. This will prevent the left wing from flying be-fore the right wing. The control stick should be deflected to the aft posi-tion, with the elevator in the full up position. By doing so, we’re creating a downward load on the tail, keep-ing the steerable tail wheel firmly on the ground, which provides direc-tional control at slow speeds.

Before adding power and ini-tiating the takeoff roll, there are two additional items we must do to help ensure a safe, smooth take-off. First, establish your visual line of sight. On a 75-foot-wide run-way I look for, and focus on, the third runway light forward of the airplane. It doesn’t make any dif-ference which side you look at; either side is fine and will depend on which eye is your primary eye. (Which eye do you use when look-ing down the sight of a rifle? Right eye? Then look to the right side.)

Second, visualize the takeoff roll in your mind. Engine torque and propeller P-factor will pull the air-plane to the left. Add the crosswind from left to right to the equation. The wind will strike the airplane on the left, attempting to push the

tail to the right. This will require slightly more than the normal right rudder input during the takeoff roll.

With the ailerons fully deflected, elevator full up, relaxed grip on the stick, balls of your feet lightly contacting the rudder pedals, and line of sight established, smoothly apply power, moving from idle to full power in approximately three seconds. (Don’t slam the throttle to full power!)

As the takeoff roll begins, the airplane will want to drift to left of centerline. Anticipate and lightly tap and release the right rudder pedal. Do not tap and hold, as you will instantly overcorrect, causing the plane to move to the right. Just tap and release, tap and release, tap, tap, tap. In so doing, you will be able to maintain a straight-line track on the runway. Should the plane actually move a few feet to the left, keep tapping, straighten-ing the longitudinal axis, and con-tinue straight ahead, parallel to the runway centerline. Do not try to move the plane back to the center-line. Just continue tracking straight and parallel to the centerline.

As the ground speed increases, the wings begin generating lift, and the controls begin to become more effec-tive. The greater the ground speed, the less aileron deflection is needed to keep the windward wing from fly-ing. Generally, approximately half of the aileron deflection can be re-

moved. Simultaneously, the elevator is becoming effective, as can be felt by the increasing pressure needed to hold the control stick full aft. At this point, relax enough back pressure to allow the tail to begin flying. Now all of our directional control is provided by the rudder. As the tail lifts, we can anticipate the need for a slight bit of right rudder as again torque, P-factor, and the crosswind are all trying to force the plane to the left. Ideally, we want to lift the tail off the ground but keep it in a slight tail-low, nose-high attitude. In a normal head wind takeoff, the tail would be kept low but off the ground for maximum an-gle of attack.

If we lift the tail too high, which is very tempting to do to improve forward visibility, we negate lift and prolong the length of time the airplane is on the ground during the crosswind takeoff roll. Rather, the desire is to raise the tail slightly higher than normal and lift off at a speed slightly greatly than normal. This will compensate for gusts or changes in wind velocity and in-crease the safety of the takeoff.

All the while that we’re rolling, inputting aileron, tapping on the right rudder, and lifting the tail, our eyes remain focused on the edge of the runway, approximately three runway lights ahead of the airplane. It’s really tempting to try looking over the nose, but as soon as you do so, you lose all reference

for keeping the airplane tracking straight ahead.

As the airplane approaches liftoff, gently begin moving the control stick to the center position, neutralizing the aileron input just as the plane breaks ground. This technique allows the plane to lift off with the wings even and parallel to the ground rather than the common one-wing low configuration. Continue the climb for 10-20 feet; then lower the nose to level flight and relax all rud-der and aileron inputs. This will al-low the airplane to weather vane into the wind, which is actually allowing the airplane to set up its own crab angle. Once stabilized, continue the climb out of the pattern, maintaining the crab angle, and be off on another leg of pleasure flying!

Crosswind takeoffs are not overly difficult, but they do require close attention to all details. Begin brushing up on your crosswind technique by practicing in light wind conditions. Then as your technique improves and you be-come more comfortable, try a take-off and landing or two in slightly more wind. Practice breeds profi-ciency, and proficiency eliminates the fear factor.

Happy flying, especially on cross-wind days!

To contact Steve Krog or Vintage Airplane editor H.G. Frautschy, send an e-mail to vintage@eaa.org.

VINTAGE AIRPLANE 33

U.S

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AVY F

LIG

HT

TRAIN

ING

MAN

UAL,

pub

lishe

d in

1943.