Common errors in the performance of normal takeoffs and  departure climbs are: 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. 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.  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  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 flight 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  made  [Figure 7-7]  or the WSC could drift to the side if the  wind correction angle is not maintained. The remainder of  • Failure to adequately clear the area prior to taxiing  into position on the active runway. • Abrupt use of the throttle. • Letting off the foot throttle after takeoff. • 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  (V$_{Y}$). • Failure to employ the principles of attitude fl ying  during climb-out, resulting in “chasing” the airspeed  indicator.  Crosswind Takeoff  Rotation and Lift-Off  Initial Climb  Takeoff Roll 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] 7-6