Ghengis. Slightly off the subject, I know - but talked to a colleague recently who was F/O on a crosswind take off in a B737-800, where the crosswind component was 25 knots and the captain wound in full aileron at the beginning of the take off run and kept it there till rotation. My friend said that around 110 knots IAS the acceleration slowed markedly and V1 became meaningless.
I recall in the early years of 737 flying the flight crew training manual for the 737 recommended a certain amount of pre-set aileron as the take off run commenced. This has been removed I think from current FCTM. I could never understand why it was there in the first place. All it says now is that excessive control wheel movement will cause spoiler actuation and markedly increase the TOD. The point is there is no guidance as to what is excessive ccontrol wheel movement.
My experience is that even with 35 knots of crosswind component, there is no need for wheel into wind unless you feel the wing is lifting. Similarly on landing after touch down, with all spoilers up, is there any real need to apply any control wheel deflection during the landing run? Maybe on a light GA aircraft (Cessna, Piper types for example) yes - but seems a overkill on a big jet?
With full aileron deflected on a 737 type during the take off run in a strong (35 knots plus) crosswind, is there any way of estimating how much the planned TOD would be exceeded due to spoiler drag?