Jet takeoff xwind technique

[Chris Scott]

Quote from WindSheer:
I understand that airbus sidestick inputs command roll rate and not just aileron deflection?
When does this 'law' come into effect? I assume that as soon as the a/c becomes airborne the computers attempt to roll the a/c at a rate relevant to the amount of sidestick applied.
Is this correct? Does it completely alter the technique over conventional machines?
[Unquote]

No, TopBunk is right. We had a discussion on A320 crosswind techniques in the Spring, remember? Here's a link to something I posted, with the help of other PPRuNers on the same thread:
http://www.pprune.org/tech-log/31609...ml#post3979423

Quote from the above:
CROSSWIND TAKE-OFF
A small amount of into-wind aileron can be selected before starting the T/O run, avoiding "cracking" the spoilers.* During rotation, the upwind wing tends to rise in the conventional manner, and can be countered by retaining into-wind aileron. As the main L/G lifts off, any downwind rudder will be eased off, yawing the aeroplane into wind. This will temporarily assist the aileron. Half a second after lift-off, however, Normal Law in roll is introduced (AND the white cross on the PFDs has disappeared). At that point, any remaining roll input needs to be released.
5 seconds after main L/G lift-off, Normal Law also becomes fully effective in pitch. Stick-to-elevator control is now removed, and pitch-attitude can be refined by small nudges of sidestick.
* Roll-spoiler deployment can be avoided by placing the PFD white-cross so that its inner edge is not noticeably to the side of the centre spot.
[Unquote]
I can't guarantee that the precise timing of stick-to-aileron removal is still correct, as I don't get the FCOM amendments these days.

So the standard technique still applies until properly airborne, and I'm with you, Rainboe and TopBunk on that. Most jets seem to offer a small amount of aileron without cracking the spoilers. The only one I flew that didn't was the B707. on the A320, pre-setting the maximum before starting the take-off run – using the white cross and/or the F/Ctl page on ECAM – enables you to concentrate on looking out and flying the aeroplane. Flying the aeroplane includes controlling roll, but that should not happen on a modern jet until you start to rotate (I don't regard the 707 as "modern").

In over 10 years doing line checks on the A320 (mainly from the jump seat), the most common handling error I saw was the upwind wing rising on rotation, countered by the belated use of sidestick. If the wing rises while stick-to-aileron is still in effect, Normal Law will not subsequently recover it for you. Despite the aerodynamics of the A320 being boringly conventional, the powers-that-be insisted that any into-wind aileron should be removed at rotation: i.e., BEFORE the mains had left the ground. That's the point when you usually need it most...

411A,
Your technique – just what I was taught by AA on the B707 in 1975 – works well, and preset aileron is not a good idea on the 707 because any aileron cracks the spoilers. But it does mean using more runway, and we had little to spare coming out of LAX to LGW on a warm day with 189 punters. [Have you voted yet?]