Figure 5-6.  Crosswind climb flightpath. This “skipping” is usually indicated by a series of very small  bounces caused by the airplane attempting to fly and then  settling back onto the runway. During these bounces, the  crosswind also tends to move the airplane sideways, and  these bounces develop into side-skipping. This side-skipping  imposes severe side stresses on the landing gear and may  result in structural failure. simultaneous rudder input to maintain runway alignment. This will initially result in the aircraft to sideslip. However,  as the aircraft establishes its climb, the nose should be turned  into the wind to offset the crosswind, wings brought to level,  and rudder input adjusted to maintain runway alignment  (crabbing).  [Figure 5-6]  Firm and positive use of the rudder  may be required to keep the airplane pointed down the  runway or parallel to the centerline. Unlike landing, the  runway alignment (staying over the runway and its extended  centerline) is paramount to keeping the aircraft parallel to the  centerline. The pilot must then apply rudder pressure firmly  and aggressively to keep the airplane headed straight down the  runway. However, because the force of a crosswind may vary  markedly within a few hundred feet of the ground, the pilot  should check the ground track frequently and adjust the wind  correction angle, as necessary. The remainder of the climb  technique is the same used for normal takeoffs and climbs. During a crosswind takeoff roll, it is important that the pilot  hold sufficient aileron pressure into the wind not only to keep  the upwind wing from rising but to hold that wing down so  that the airplane sideslips into the wind enough to counteract  drift immediately after lift-off. As the nose-wheel raises off of the runway, the pilot should  hold aileron pressure into the wind. This may cause the  downwind wing to rise and the downwind main wheel to lift  off the runway first, with the remainder of the takeoff roll  being made on that one main wheel. This is acceptable and  is preferable to side-skipping. If a significant crosswind exists, the pilot should hold the main  wheels on the ground slightly longer than in a normal takeoff  so that a smooth but very definite lift-off can be made. This  allows the airplane to leave the ground under more positive  control and helps it remain airborne while the pilot establishes  the proper amount of wind correction. More importantly,  this procedure avoids imposing excessive side-loads on the  landing gear and prevents possible damage that would result  from the airplane settling back to the runway while drifting. The most common errors made while performing crosswind  takeoffs include the following: As both main wheels leave the runway, the airplane begins to  drift sideways with the wind as ground friction is no longer  a factor in preventing lateral movement. To minimize this  lateral movement and to keep the upwind wing from rising,  the pilot must establish and maintain the proper amount of  crosswind correction prior to lift-off by applying aileron  pressure into the wind. The pilot must also apply rudder  pressure, as needed, to prevent weathervaning. If a proper crosswind correction is applied, the aircraft will  maintain alignment with the runway while accelerating to  takeoff speed and then maintain that alignment once airborne.  As takeoff acceleration occurs, the efficiency of the up-aileron  will increase with aircraft speed causing the upwind wing to  produce greater downward force and, as a result, counteract  the effect of the crosswind. The yoke, having been initially  turned into the wind, can be relaxed to the extent necessary  to keep the aircraft aligned with the runway. As the aircraft  becomes flyable and airborne, the wing that is upwind will  have a tendency to be lower relative the other wing requiring  18 Wind Lift-Off Initial Climb • Failure to review AFM/POH performance and charts  prior to takeoff. • Failure to adequately clear the area prior to taxiing  onto the active runway. 5-8