I have never understood the use of flaps on t/o if not required (or mandated by the POH). IMHO all this does is introduce two things, neither of which is good:
1) increased workload after t/o
2) another point of failure in a phase of flight where you need it least
I did a quick Google for a PA28-180 POH and found the following (of course, yours may be different):
Scroll down to section III http://mrwebman.com/aviation/piper/manuals/Manuel%20PA28E.pdf
To quote: “Takeoffs are normally made with the flaps up”. It then goes on to talk about the 25deg for sort-field t/o.
The affect of a crosswind will become noticeable before an aircraft reaches a speed at which it will become airborne. The pilot should be flying the plane, even if it is below flying speed. We taxi aircraft with regard to the flight control position and wind direction, so we would takeoff that way. I will have full aileron into the wind, and rudder as needed to maintain the runway heading. Who cares if it’s cross controlled, you’re not in danger of spinning. I will allow the downwind wing to come up, and the downwind main wheel to leave the ground first. I’ll be happy if I maintain a few degrees of wing low, as I maintain the runway heading climbing out.
When flying floatplanes off water, this is vital, as the surface is doing little to help you maintain your takeoff heading.
This is of particular importance in amphibious floatplanes on runways. They are high and tippy, and if you allow the wind to get under a wing, being blown over is a risk. At the very least, you’ll have an overworked downwind mainwheel, as it is the only wheel holding the runway heading. I want to feel the downwind wing lift that mainwheel off the runway during the takeoff roll. This is an extension of the float flying trick, of lifting the downwind float out of the water first during a water takeoff – half the drag, more get up and go, the the wing is down as a bonus!
Flying the plane is a “feel” thing, where the pilot reacts to the forces acting on the plane, to cause the plane to continue on the intended path. This does not begin at “rotate!”. It begins when the plane begins to move. This is one of my reasons for disdain with “rotate”, it seems to convey the idea that flying is about to begin. No, it began when you started to taxi to the runway!
There is a bit of a graduation in the need to apply the correct controls depending on the aircraft type.
In a high-wing, light, wood-and-fabric taildragger with a narrow-ish wheelbase it is essential. Full aileron into wind, gradually relax as they become effective, and rudder to keep the centreline. Loads of fun expected if you have no brakes, either. Get it wrong, end up on two wheels or eventually two wheels and a wingtip…
…to…
3-tonne twin. Take off, take up crab angle to prevent drifting sideways over the taxiway. Rudder? That’s for engine failures, right?
In a four-seater low-wing aircraft, a-la-PA28, it takes about 10kt crosswind before bad technique becomes really noticeable.
Strangely enough, the more modern aircraft (SR22, COlumbia400, DA40) with their castoring nosewheels require better technique and in particular rudder in crosswinds.
Right, short field is 25 flaps – but NORMAL take-off in any PA-28 according to the POH is without flaps.
You should see the windsock turning clockwise (seen from above) in the gusts.
That would presumably be because gusts are the higher altitude wind (which in the N hemisphere is on a greater numerical heading) briefly reaching lower down.
But that’s not the same as saying that a left crosswind is in some way better than right crosswind.
The problem with getting extra airspeed (because you got a gust which increased the headwind component) is that when the gust ends (which it surely will) you will come back down.
I think Krister made the important observation
Not so much effect as in a gale but the effect is there. You don’t believe me, check the windsock next time. It’s the theory anyway..
In the case of the takeoff I still think the conditions may have been tailwind in combination with right crosswind and a veering wind during climb. Any thoughts on that?
We all know that the wind veers and increase in strength as you climb, and in gusts. Not sure about the topography at the airfield, but if there were few obstructions, I would not find it unreasonable for the wind to be backing already at pretty low height, giving you a tailwind.
Krister_L wrote:
Normal take-off (the way we teach it here anyway) in a PA28 is first notch of flaps, 10 degrees. Short field is two notches, 25 degrees.
According to the POH you should use 0° or 25° – never 10°. In my club we use 25° for short/soft field take-off and 0° otherwise.
I have met a few FIs in Sweden also suggesting 10 degrees flaps on a PA 28 for take off on a hard runway. “It adds some stability” it has been told – even if they know that the POH says 0.
The only valid POH – is the POH. You know, there’s so many theories out there from Flight Instructors, self appointed FI’s and other specialists … I stopped listening to them years ago. There’s a reason why the POH states 0 flaps for normal take-off and my experience is that the airplane (PA-28-151/161 Warrior and PA-28-181 Archer) will climb better without flaps.
Every plane (?) climbs better (a higher rate of climb in FPM) without flaps 
Flaps are used to lower the speed at which a plane can fly.
