On 3/27/2011 6:47 AM, n7ly wrote:

Nobody has seen fit to bring in runway heading versus runway track
while on initial tow in a significant crosswind. In our neck of the
woods this happens. Is a significant factor in least time/space to get
back to a downwind landing.

Let me restate this a bit for those who don't often have 15 knot
crosswind components.

Should the towplane maintain runway heading after liftoff and after
establishing a normal climb, allowing the tow plane to drift while
maintaining runway heading?
Or should the towplane maintain runway track after liftoff and after
establishing a normal climb, keeping the tow plane on what would be
runway centerline?

It makes a significant difference in how many degrees of turn
necessary as you turn into the wind and get lined up for a downwind
landing.

It's easy for me in my motorglider to control my track during the
launch. I typically track about 20-30 degrees downwind of the runway for
these reasons:

* I can easily see the runway, my glide angle to the aim point, and how
much I have left; otherwise, the nose of the glider obscures all that.
* By the time I can no longer land ahead on the runway, I can make an
downwind landing with a ~220 degree turn that begin with an
into-the-wind, towards the runway turn.
* At my airport, the cross runway is can be an even better choice, as I
can make a continuous 270 degree turn and land into the wind.

Why not take off from that runway to begin with? The landing options
beyond it are poor, so I prefer the other runway as long as the cross
wind is 10 knots or less.

--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to
email me)
- "A Guide to Self-launching Sailplane Operation Mar/2004" Much of what
you need to know tinyurl.com/yfs7tnz