Dank runway embarkation meander

[PEI_3721]

hawk37, interesting … first thoughts suggest that the aircraft will track downwind, which I think any type will do beyond any limiting condition. However, at or before that point there may be a ‘dynamic’ transient where depending on the aircraft characteristics it could deviate either side of the centre line.

Ref “crosswind landings” *. In fig 4, for the TO case, change the wheel braking force to thrust (opposite direction), but still aim to balance the forces.
With an increasing crosswind, the aircraft’s tendency to yaw probably depends on the forward speed, but it is the total side force which has to be considered; thus, it is more likely that the aircraft moves downwind when the cornering force is insufficient to maintain the centre line (fails to balance the crosswind force). During TO there could be a small lateral component from thrust if the aircraft yaws into wind; similarly aileron into wind – this would help.

In damp / wet conditions, the cornering force is reduced (reduced ‘lateral’ friction) thus, the crosswind component required to unbalance the aircraft's sideways movement is less.
Note that changes in friction can occur without a damp / wet surface. The runway surface materials / tyre condition can affect the side force. Thus, always respect the limiting value of crosswind and assess its relevance to the runway condition (physical and meteorological), any wind gusts, and the pilot’s ability / currency (capability).
Flight operations, like questions such as this, are rarely simple. It’s often the assumptions made in identifying the situation which cause the problems.

* Also available from Airbus - Corporate Information - Ethics & Commitments - Safety first library - under Landing Techniques.

Other refs:
http://www.flightsafety.org/ppt/managing_threat.ppt
http://www.nlr-atsi.nl/downloads/NLR-TP-2006-324.pdf
http://www.nlr-atsi.com/downloads/NLR-TP-2001-217.pdf