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will climb more rapidly. The pitch attitude that the
student has learned to associate with initial climb
may also differ due to decreased weight, and the
flight controls may seem more sensitive. If the situation
is unexpected, it may result in increased tension
that may remain until after the landing. Frequently,
the existence of this tension and the uncertainty that
develops due to the perception of an “abnormal”
takeoff results in poor performance on the subsequent
landing.
Common errors in the performance of normal takeoffs
and departure climbs are:
• Failure to adequately clear the area prior to taxiing
into position on the active runway.
• Abrupt use of the throttle.
• Failure to check engine instruments for signs of
malfunction after applying takeoff power.
• Failure to anticipate the airplane’s left turning
tendency on initial acceleration.
• Overcorrecting for left turning tendency.
• Relying solely on the airspeed indicator rather
than developed feel for indications of speed and
airplane controllability during acceleration and
lift-off.
• Failure to attain proper lift-off attitude.
• Inadequate compensation for torque/P-factor
during initial climb resulting in a sideslip.
• Over-control of elevators during initial climbout.
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• Limiting scan to areas directly ahead of the airplane
(pitch attitude and direction), resulting in
allowing a wing (usually the left) to drop
immediately after lift-off.
• Failure to attain/maintain best rate-of-climb airspeed
(VY).
• Failure to employ the principles of attitude flying
during climb-out, resulting in “chasing” the airspeed
indicator.
CROSSWIND TAKEOFF
While it is usually preferable to take off directly into
the wind whenever possible or practical, there will
be many instances when circumstances or judgment
will indicate otherwise. Therefore, the pilot must be
familiar with the principles and techniques involved
in crosswind takeoffs, as well as those for normal
takeoffs. A crosswind will affect the airplane during
takeoff much as it does in taxiing. With this in mind,
it can be seen that the technique for crosswind
correction during takeoffs closely parallels the
crosswind correction techniques used in taxiing.
TAKEOFF ROLL
The technique used during the initial takeoff roll in a
crosswind is generally the same as used in a normal
takeoff, except that aileron control must be held INTO
the crosswind. This raises the aileron on the upwind
wing to impose a downward force on the wing to counteract
the lifting force of the crosswind and prevents
the wing from rising.
As the airplane is taxied into takeoff position, it is essential
that the windsock and other wind direction indicators
be checked so that the presence of a crosswind may be
recognized and anticipated. If a crosswind is indicated,
FULL aileron should be held into the wind as the takeoff
roll is started. This control position should be maintained
while the airplane is accelerating and until the ailerons
start becoming sufficiently effective for maneuvering the
airplane about its longitudinal axis.
With the aileron held into the wind, the takeoff path
must be held straight with the rudder. [Figure 5-3]
Normally, this will require applying downwind rudder
pressure, since on the ground the airplane will tend to
weathervane into the wind. When takeoff power is
applied, torque or P-factor that yaws the airplane to the
left may be sufficient to counteract the weathervaning
tendency caused by a crosswind from the right. On the
other hand, it may also aggravate the tendency to
Figure 5-3. Crosswind takeoff roll and initial climb.
WIND
Apply full aileron into wind
Rudder as needed for direction
Hold aileron into wind
Roll on upwind wheel
Rudder as needed
Hold aileron into wind
Bank into wind
Rudder as needed
Start roll
Takeoff roll
Lift-off
Initial climb
Wings level
with a wind correction
angle
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5-6
swerve left when the wind is from the left. In any case,
whatever rudder pressure is required to keep the airplane
rolling straight down the runway should be
applied.
As the forward speed of the airplane increases and the
crosswind becomes more of a relative headwind, the
mechanical holding of full aileron into the wind should
be reduced. It is when increasing pressure is being felt
　
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