I'm not quite sure what cross-wind take-off and landing technique has to do with CTC killing the industry but it's an interesting discussion nonetheless and illustrates a fundamental misunderstanding that exists among many A320 pilots. The misunderstanding is that into-wind side-stick inputs are not required on take-off or landing in a cross-wind, even a moderate one. Here are the quotes provided in an earlier post:
For cross-wind takeoffs, routine use of into-wind aileron is not recommended. In strong cross-wind conditions, small amounts of lateral control may be used to maintain wings level, but the pilot should avoid using excessive amounts. This causes excessive spoiler deployment, which increases the aircraft tendency to turn into wind.
For crosswind takeoffs, routine use of into wind aileron is not necessary. In strong crosswind conditions, small lateral stick input may be used to maintain wings level, if deemed necessary due to into wind wing reaction, but avoid using large deflections, which increase the aircraft tendency to turn into the wind (due to high weight on wheels on the spoiler extended side), reduces lift and increases drag. Spoiler deflection becomes significant with more than a third sidestick deflection.
In the case of crosswind, the flight crew should minimize lateral inputs on ground and during rotation, in order to avoid spoilers extension. If the spoilers are extended on one wing, there is a reduction in lift combined with an increase of drag, and therefore, a reduction in tail clearance and an increased risk of tailstrike.
Note that none of them say do not use into wind aileron. The expressions used are "routine use is not required" and "minimise". Furthermore it says that small lateral stick inputs may be made to keep wings level if necessary. To read that as "do not use" is incorrect. The meaning is that during the take-off ground roll, into-wind aileron is not used and this is the essential difference between the recommended Airbus technique and then recommended Boeing technique.
On take-off in a cross-wind, the aircraft will weather-cock into wind (they all do) so rudder out of wind will be required to keep straight. As the main wheels unstick, the down-wind wing will drop
unless an into-wind lateral input is made. This is due not to the wind per se but to the secondary effect of the rudder input - roll. Maintaining wings level should be the aim. This input should not be excessive to avoid spoiler deflection and to do that only a gentle lateral pressure on the side-stick is required. As an earlier poster wrote, it is equivalent to about the width of the control position indicator (the cross) which is on the PFD in ground mode. Although the cross can still be seen on the PFD for a brief period after unstick it should not be the focus of the pilot's attention. The input should be made by feel as the aircraft rotates after having observed and felt on the ground how much stick input will raise the spoilers by reference to the F/CTL SD on the ECAM. The net effect is that the aircraft gets airborne with the controls slightly crossed. Once airborne smoothly centralising the controls in a co-ordinated manner while keeping the wings level will maintain the aircraft on the runway track.
On landing in a cross-wind, during the flare the drift should be removed with rudder (align the aircraft with the runway centreline) while keeping the wings level. This means lateral side-stick input into wind (which counteracts the secondary effect of rudder). The net effect is a touchdown slightly cross controlled. It is not good technique to touch down with drift on because it will reduce tyre life, increase gear leg fatigue and in extremis can lead to lateral excursions across the width of the runway. The reference in the FCTM to touching down with a partial de-crab and some bank applied is in relation to strong cross-winds alone.