32 FEBRUARY 2011 BY Steve Krog, CFI THE Vintage Instructor Taking the fear out of crosswind takeoffs “Every time I taxi to the runway for takeoff my palms begin to sweat, and I get a nervous knot in my stom- ach, especially when at a fly-in with a large audience. I’ve read your pre- vious articles about crosswind land- ings and have put your tips to practice with great success. I no longer fear the crosswind landing, but the takeoff is another matter.” Crosswind takeoffs can be a little intimidating, especially with a lot of observing critics judging your every move. But, just as with cross- wind landings, a little forethought, some practice, and learning to re- lax will go a long way to perfecting that takeoff. I’ve found when either giving dual instruction or providing Biennial Flight Reviews (BFR), the hardest part of the takeoff is self-induced pilot anxiety! Whether sitting in the front seat of a J-3 Cub or in the right seat of a Taylorcraft BC-12D, I can practically read the student’s or pilot’s pulse by placing a finger lightly on the control stick or yoke or gently resting a foot against the rudder pedal. The closer we get to the crosswind takeoff, the greater the heart rate and the firmer the grip on the stick. Let’s analyze a crosswind takeoff step-by-step and see if we can’t elim- inate the normally building fear. In this example we’ll assume that we have an approximately 30-degree 10-knot crosswind from left to right on a 75-foot-wide hard-surface run- way and we’re flying a J-3 Cub. After taxiing to the end of the runway, completing the pre-takeoff checklist, and clearing the runway for approaching traffic, we’ll taxi into position on the runway centerline. Once positioned and at a complete stop, take two or three deep breaths; this helps relax your breathing as well as your arm and leg muscles. Now lightly grip the stick in your right hand using your thumb, index, and middle finger. Think of the stick in terms of one of those huge carni- val cigars that could be won at any of a number of games of chance. Your ring and little fingers will not be in contact with the stick. Position the balls of your feet lightly on the rudder pedals, with your heels contacting the floor. Rudder inputs during takeoff should be made by flexing your ankles, not your entire leg. This is one of the biggest mistakes I find with students and pilots alike. They all like to let their feet creep up on the rudder pedals, position- ing their arches on the pedals. The next trip you make to the airport, sit in your airplane and see where you normally position your feet on the rudder pedals. If your arches are contacting the pedals, rudder in- put requires movement of your en- tire leg; this will cause a stiff, jerky movement rather than the desired fluid movement achieved when flexing the ankle. The jerky move- ment leads to slow rudder input followed by overcorrecting rudder inputs. Improper foot placement will usually lead to a series of small S-turns during the takeoff roll. With your hand placed properly on the stick and feet correctly posi- tioned on the rudder pedals, we’re nearly ready to add power. But first we need to make the proper aileron and elevator inputs. Whether the crosswind is 5 knots or 20 knots and gusty, I always use full aileron de- flection. In this example the stick will be moved fully to the left with a full up aileron on the left (or wind- ward) side of the airplane. This will prevent the left wing from flying be- fore the right wing. The control stick should be deflected to the aft posi- tion, with the elevator in the full up position. By doing so, we’re creating a downward load on the tail, keep- ing the steerable tail wheel firmly on the ground, which provides direc- tional control at slow speeds. Before adding power and ini- tiating the takeoff roll, there are two additional items we must do to help ensure a safe, smooth take- off. First, establish your visual line of sight. On a 75-foot-wide run- way I look for, and focus on, the third runway light forward of the airplane. It doesn’t make any dif- ference which side you look at; either side is fine and will depend on which eye is your primary eye. (Which eye do you use when look- ing down the sight of a rifle? Right eye? Then look to the right side.) Second, visualize the takeoff roll in your mind. Engine torque and propeller P-factor will pull the air- plane to the left. Add the crosswind from left to right to the equation. The wind will strike the airplane on the left, attempting to push the