The point being...

money.

You take away the peak load on the engines, thus greatly reducing wear (especially in the hot section) and actually even reducing the possibility of an eng. failure during T/O (at least statistically... NO I won´t discuss the pros and cons).

So, when i am on fire in my 757 (upwind engine) with a strong crosswind i shouldn't worry about it? Not critical?

I appreciate that what day trader says is entirley correct in a purist viewpoint, but aviation is about reality. Not theory.

So, I still maintain that in reality on a real day your critical engine is the upwind one.

I would say that is fairly critical in a twin jet.IMHO.

FlapsOne, could you give a more detailed explanation of the negative weathercock effect and describe what causes it?

As far as the critical engine's concerned, it's all a matter of which definition you use:
1. the critical engine is the engine that causes the greatest yawing moment when it fails (works for any multi-engine airplane).

2. the critical engine is the engine which has its centre of thrust furthest from the longitudinal axis (works for props only).

I'd vore for the first definition, as a strong crosswind can easily overcome the effect of the centre of thrust being further away from the longitudinal axis.

Erik.

Yep.

Proportionally small fin (with very small rudder) vs proportionally long fuselage. Fuelage wins. Strong crosswind on ground has greater effect on fuselage than fin causing it to yaw away from the crosswind.

I flew 3000 hrs+ in them and guarantee it's fact.