This, explained the wise old Captain, would stop me from doing three things;
1. Having too much aileron selected as the airspeed increases which will actually cause the aircraft to turn into wind even more than the crosswind tries to make it and therefore will require more rudder than is really required to keep staight on the runway. The correction for this overcontrol can make for some interesting moments during the take-off run and just after lift off.
2. Having too much spoiler deployment for the conditions which can also cause the aircraft to turn into wind even more than the crosswind tries to make it with the same issue as above.
3. Having not enough aileron selected which will allow the upwind wing to start rising around 100 kts and also create some interesting moments during the correction process.
There is no 'preset formula' for aileron displacement during a crosswind take-off. Too much is just as bad as not enough. See how much rudder you need to keep straight and then, early in the take-off run, put in enough aileron to keep the wings level. Adjust as required if the wind changes or gusts.
Yup.
Now, it would indeed be interesting to have a few of our younger First Officers here (and a few of the younger Captains as well), strap themselves into an
oldie such as a B707 intercontinental model with straight pipe engines and a parallel yaw damper which had to be switched OFF for takeoff and landing.
Throw in a very gusty crosswind, and watch the
'fun' with these folks wondering WTHIH?
More than likely, they would be just as surprised as I would be in their present glass paneled wonderbusses.
