You might be over-analyzing the video, I don't see any xwind correction on the upwind leg on the first takeoff. Keep in mind, not every change in bank is intentional. If I come across a video with a real xwind correction on the takeoff roll I'll let you know
You really don't have to overthink this though.... the thread is pretty detailed lol
When you get takeoff clearance they should tell you which direction to do (left or right closed), takeoff, at a reasonable height (think about safety etc) start your crosswind (some guys use 400ft, some turn at the departure end of the runway, which varies greatly depending on ry length), fly your downwind anywhere from 1/2 mi to 1 mile (for slow GA) from the runway (think about engine failures), and the AIM recommends 600-1000ft AGL for a pattern for GA singles.... There you go
They might ask you to report midfield downwind each time just do that literally in the middle of your downwind..... if you don't have a landing/option clearance by base ask for one...
I am now banking on spontaneous enlightenment regarding how to not drift during TO
As for the length of the crosswind leg, I thought one just stays on it until one reaches pattern altitude, which is easily done if one watches the altimeter.
You mentioned 1/2 to 1 m from the runway. How would one measure this distance?
lucky I have found dropping the nose to gain a little speed just after takeoff gives me a reasonable view over the nose, also I have a trackir so I can peek over the dash a bit easier ! I always apply rudder immediately as the nose lifts of the ground to counter the drift you will always get at max rpm . I have also read that if you have a crosswind you need to have your ailerons banked into the wind , have yet to really practise this myself though.
Acroshaw wrote:I have also read that if you have a crosswind you need to have your ailerons banked into the wind , have yet to really practise this myself though.
Sometimes heavy or gusty crosswinds can cause your wing to lift up during the takeoff roll. It's certainly bad for aircraft control, so you can counteract this by applying the appropriate aileron until you are ready to rotate.
