Crosswind Takeoff

[peanuthead]

Hello,

Question on the crosswind procedure below. In addition to rudder, do we also use aileron into wind during a crosswind takeoff? Also, what does it mean to take off on the upwind side of the runway? Otherwise the landing seems pretty straight forward, feet off the pedals, wing level crab.

“Takeoff in crosswind should be done on the upwind side of the runway centreline and directional control is to be maintained with rudder until the ARI (Aileron Rudder Interconnect) kicks in. In BMS the crosswind will mostly be felt once the main wheels leave the runway. The FPM will drift to the side of the HUD.” BMS 4.32 Dash 1

Thank you!

[Malc]

The runway is wide enough to go two abreast, so if in a crosswind, take off single file on the left or right side of the centreline dependant on where the wind is coming from.

[hoover]

I’d guess “upwind” in this case means that if the wind is coming from the left, use the left side of the RW during takeoff so you have some “leeway” as you’re being pushed by the wind towards the other side during your take off roll.

Uwe

[Kuhprah]

If wind Comes from the left you should besser line up on the right side if you want to do a 2 ship takeoff. Other wise the wind would you push direct into you Wingmen…. Great expierence

Or you make it safe and take off in Center line with 10 - 15 seconds delay… always Good with life weapons…

[Blu3wolf]

@Kuhprah:

If wind Comes from the left you should besser line up on the right side if you want to do a 2 ship takeoff. Other wise the wind would you push direct into you Wingmen…. Great expierence

Or you make it safe and take off in Center line with 10 - 15 seconds delay… always Good with life weapons…

If you have live A-G ordnance, you should take off with at least 15 second spacing. Believe forward firing ordnance is excepted from that.

[Frederf]

Intervals for USAF are 10, 15, and 20 minimum for MIL, AB, and AG (which 99% of the time is AB) respectively. If AB blowout or other loss of power from hot gas on the runway ever gets modeled in BMS you’ll see all the virtual squadrons change their SOP overnight to match reality (except the 1st which I’m sure does it by the book today).

Upwind, windward, “wind from” side are all the same. If the wind is blowing from the left toward the right then that is called a “left crosswind.” In a left crosswind the wind is coming from the left side and blowing to the right side. The upwind or windward side is the left and the downwind or leeward side is the right.

In the case of a single ship takeoff, line up with the center line and takeoff along the center line of the runway. There is absolutely no requirement or preference to offset either the lineup or the takeoff roll to either side of the runway. A proficient pilot will strive to put the nose wheel tire onto the paint of the center line and not be fully satisfied without “rubber to paint” contact. There is no problem for the F-16 to track the nominal center line (±25’) of the runway up to and including the maximum takeoff crosswind component limit. Any difficulty maintaining tracking the center of the runway regardless of crosswind suggests more training.

In the case of a formation lineup but interval departure, all airplanes will smoothly steer onto the runway center line from their lineup positions during the takeoff roll. Flight members do not maintain their lane during an interval departure. For formation takeoffs lateral clearance is maintained and there is a maximum crosswind component of 15 knots. There is no explicit rule for USAF that suggests that any particular arrangement of aircraft is preferable for crosswind formation takeoff. Procedurally nothing changes, just be mindful of the limits.

After takeoff there is a question of whether to follow the runway heading or the runway course. My personal preference is to follow the runway center line extended if VMC. If transitioning to an IFR DP the assumption is to follow given headings and not to attempt to correct for wind.

As far as ailerons go, there is no specific aileron input required except as a reaction and normal control to keep the wings level. Preemptive use of ailerons just brings the tail surfaces closer to contacting the runway on takeoff. Rotation speed is calculated such that it is a positive transition for flight. Enough weight on wheels should be present prior to the takeoff attitude being adopted that tip over shouldn’t be a problem. In the takeoff attitude (at speed) the plane takes off suddenly and tip over on the ground isn’t an issue. Use the calculated takeoff speed and the ~-10 knots rotation speed and not earlier. The crosswind should not be problematic as the takeoff happens in a quick and positive manner due to the higher speed than is strictly necessary for flight.

[Blu3wolf]

@Frederf:

Intervals for USAF are 10, 15, and 20 minimum for MIL, AB, and AG (which 99% of the time is AB) respectively. If AB blowout or other loss of power from hot gas on the runway ever gets modeled in BMS you’ll see all the virtual squadrons change their SOP overnight to match reality (except the 1st which I’m sure does it by the book today).

Upwind, windward, “wind from” side are all the same. If the wind is blowing from the left toward the right then that is called a “left crosswind.” In a left crosswind the wind is coming from the left side and blowing to the right side. The upwind or windward side is the left and the downwind or leeward side is the right.

In the case of a single ship takeoff, line up with the center line and takeoff along the center line of the runway. There is absolutely no requirement or preference to offset either the lineup or the takeoff roll to either side of the runway. A proficient pilot will strive to put the nose wheel tire onto the paint of the center line and not be fully satisfied without “rubber to paint” contact. There is no problem for the F-16 to track the nominal center line (±25’) of the runway up to and including the maximum takeoff crosswind component limit. Any difficulty maintaining tracking the center of the runway regardless of crosswind suggests more training.

In the case of a formation lineup but interval departure, all airplanes will smoothly steer onto the runway center line from their lineup positions during the takeoff roll. Flight members do not maintain their lane during an interval departure. For formation takeoffs lateral clearance is maintained and there is a maximum crosswind component of 15 knots. There is no explicit rule for USAF that suggests that any particular arrangement of aircraft is preferable for crosswind formation takeoff. Procedurally nothing changes, just be mindful of the limits.

After takeoff there is a question of whether to follow the runway heading or the runway course. My personal preference is to follow the runway center line extended if VMC. If transitioning to an IFR DP the assumption is to follow given headings and not to attempt to correct for wind.

As far as ailerons go, there is no specific aileron input required except as a reaction and normal control to keep the wings level. Preemptive use of ailerons just brings the tail surfaces closer to contacting the runway on takeoff. Rotation speed is calculated such that it is a positive transition for flight. Enough weight on wheels should be present prior to the takeoff attitude being adopted that tip over shouldn’t be a problem. In the takeoff attitude (at speed) the plane takes off suddenly and tip over on the ground isn’t an issue. Use the calculated takeoff speed and the ~-10 knots rotation speed and not earlier. The crosswind should not be problematic as the takeoff happens in a quick and positive manner due to the higher speed than is strictly necessary for flight.

well, the F-16 BEM does actually have a preference to offset the takeoff roll to the upwind side of the runway in case of crosswind I believe.

EDIT: hold that thought - now I cant find the section actually saying that.

[Focaldesign]

@Frederf:

Intervals for USAF are 10, 15, and 20 minimum for MIL, AB, and AG (which 99% of the time is AB) respectively. If AB blowout or other loss of power from hot gas on the runway ever gets modeled in BMS you’ll see all the virtual squadrons change their SOP overnight to match reality (except the 1st which I’m sure does it by the book today).

BVT uses RL BAF SOP of 20sec interval on all non-formation TO’s.

[spooky]

Stingers are using USAF standard spacings …