Originally Posted by
Bergerie1
One of the things I forgot to mention in my description in my post No. 24 of a 3-engine ferry take-off on a B747 was the care needed over the direction and strength of the crosswind. It is all so long ago now that I forget what the crosswind limit was when the wind was from the same side as the inoperative engine. Does anyone remember? It was quite critical with an outboard inoperative!
The most important post in the thread. I was wondering when someone would finally mention this. Do your performance charts consider this when it gives you VMCG(the speed above which you are thinking of going to the takeoff power setting). Taking off in one direction may be a lot more difficult than the opposite direction(although not on a tri-jet with #2 inop) due to crosswind.
Better to be slower than ideal, when it comes to increasing the power on the outboard engine as opposed to too fast. And never try to lift off early(such as those ATI DC-8 guys that were approaching the side of the runway on takeoff). It does not end well. RTO with an overrun is a likely much better option.
There is a link to the report at this address.......
Air Transport International Flight 782 - Wikipedia
Might want to do some serious thinking during pre-flight takeoff planning as to what kind of an overrun area you want and how the crosswind can harm or help you.
And what if it is a gusty crosswind? How will that affect you?
I’d say one of the most important considerations in such an operation is the willingness to wait for more ideal weather conditions. For example, maybe when the winds die down in the evening is a better time than a peak gustiness and turbulence from mid-day heating. Perhaps day VFR conditions tomorrow are better than IFR or night conditions, especially if you don’t have much experience doing this.