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• Failure to check engine instruments for signs of
malfunction after liftoff and climb.
• Failure to anticipate the aircraft’s left turning tendency
on initial acceleration and takeoff.
• Overcorrecting for left turning tendency.
• Overcorrecting for roll.
• Relying solely on the airspeed indicator rather
than developing a feel for indications of speed and
controllability during acceleration and lift-off.
• Failure to attain proper lift-off attitude.
• Overcontrol of pitch during initial lift-off to
climbout.
• Failure to attain/maintain best rate of climb airspeed
(VY).
• Failure to employ the principles of attitude fl ying
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 are many instances
when circumstances or judgment indicate otherwise.
Therefore, the pilot must be familiar with the principles and
techniques involved in crosswind takeoffs, as well as those
for normal takeoffs.
The manufacturers maximum wind and crosswind component
in the POH should not be exceeded. The following procedures
are for operation within these limitations.
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
the pilot must control the wing’s tendency to weathervane
into the wind during the takeoff roll. Additionally, the pilot
should keep the WSC aircraft on the ground and accelerate
to a higher speed before rotation.
As the aircraft 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. During taxi and takeoff, the windward side of
the wing needs to be slightly lowered so as to not let the
wind get under it and lift it off; but not too low or additional
pilot effort is required and unnecessary stress is placed on
the carriage.
The crosswind takeoff is performed similar to the normal
takeoff except two different techniques are utilized. First, as
the WSC aircraft accelerates and the pilot steers the carriage
straight down the runway, the wing will want to weathervane
into the wind. This creates stress on the wing attachment to
the carriage, the carriage mast, and the keel of the carriage.
Therefore, the pilot must hold the wing control bar straight
to the carriage which requires signifi cant force and muscle.
Second, the pilot must accelerate to a higher speed before
rotating to account for the crosswind component. This requires
the nose to be held down to prevent the WSC from popping
off the ground before the higher airspeed is obtained.
Since this technique requires the pilot to muscle the wing
rather than using a light touch, it requires a mastery of
the normal takeoff before crosswind takeoffs should be
attempted. As the WSC aircraft accelerates down the runway,
the forces of the wing try to weathervane it into the wind and
the nose raises up to trim. The wing should be held straight
with the nose down until rotation where the wing is held
straight and the nose raised.
Rotation and Lift-Off
When a faster rotation speed than normal takeoff is achieved,
a smooth but quicker push out to rotate is desired to get
the front and rear wheels into the air quickly, avoiding any
tendency to remain on the rear wheels. After lift-off, the WSC
automatically rotates into the relative wind since momentum
is straight down the runway and the characteristics of the wing
point it directly into the relative wind. The WSC sets up the
wind correction angle (or crab angle as it is also called) as it
lifts off. [Figure 7-7]
Initial Climb
After lift-off, the WSC aircraft is pointed toward the wind
and the ground track is headed straight down the runway
centerline. Maintain this ground track aligned directly
down the centerline of the runway “crabbing” into the
wind. Crabbing is a term used to adjust fl ight controls into
the crosswind to maintain a straight ground track while the
WSC is pointed towards the wind, as seen in Figure 7-8.
To maintain the ground track it is important to look straight
down the runway centerline and steer to stay on that ground
track even though the WSC is pointed towards the wind
and not directly down the runway. Because the force of a
crosswind may vary markedly within a few hundred feet of
the ground, frequent checks of actual ground track should be
　
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