Thanks, PEI, very interesting info. I did read almost all of it. All related though to landing info, however the force diagrams can be applicable to take off cases, with changes for thrust and brakes, as you pointed out.
Reference figure 4, you DID mention it for the take off example, the overall longitudinal force actually provides a vector to prevent drift, whereas in the landing situation, the brakes actually add to the drift.
So...here's what I've come up with after thinking this over a few days, for the case of a crosswind that is just too much to keep the aircraft on the centreline:
For the situation of good runway mu value (dry/damp), a substantial crosswind will/may weathercock the aircraft into wind, and the aircraft will depart the centreline in the upwind direction the 30 feet given in my example, before the flight controls are effective enough.
For the situation of a poor runway mu value (standing water), a substantial crosswind will/may cause the aircraft to drift downwind 30 feet before the flight controls are effective enough.
This make sense?
What dept of water affects the direction of the excursion? Guess that would depend on a few further factors.