Think how much easier takeoffs and landings would be if we could see the wind. We could anticipate rather than react to its effects, especially a crosswind.

Positioning the control yoke into the wind at the start of the takeoff roll is one way to anticipate the effects of a crosswind. Along with pushing the vertical tail downwind and the nose upwind, a stiff crosswind tries to lift the upwind wing. If we took no corrective action the wind could lift the upwind wing enough to cause loss of lateral and directional control.

To counteract the effect of a crosswind on lateral control, at the beginning of the takeoff roll position the yoke as if you are executing a maximum bank into the wind. With the yoke fully turned, your thumbs should be pointing at the up aileron (“Thumbs up!”) and into the wind.

As the airplane gains speed on the runway and the ailerons become more effective, gradually return the control yoke toward the normal wings-level position. (Use steering and rudders to keep the nose tracking the runway centerline.) Just how much bank you take out, and how quickly, is a judgment call. The goal is to keep the wings level throughout the takeoff roll. You may still have some correction in the yoke when the airplane lifts off, but be careful not to overdo it and risk scraping the upwind wing.

Once clear of the runway position the yoke for wings-level and use the rudder to maintain coordinated flight. Your heading depends on your intentions. If your initial climb will be on runway heading, fly that heading. If it is to maintain runway alignment, you’ll have to use a heading that compensates for the crosswind.

success story

When my instructor said I would solo, my mind went blank

“I recently bought my own airplane and even soloed in my Piper Cherokee 140. It was so cool and my goal is to get my private certificate on my seventeenth birthday, and later work toward Southwest Airlines. When my instructor said I would solo, my whole mind went blank, what next? So I just stayed to the numbers and methodically did what I was taught to do. Was it nerve-wracking? Heck, yes, but I don’t know if I was working better under the pressure of all my airport buddies and family on the side of the runway watching. I had three successful landings and one nosewheel bounce that turned into an automatic rejected landing. I am really ready to get finished up and start up with my IFR ticket.”