I usually fly the Fenix A320 or HS 787.

During take off, I apply rudder to keep the aircraft straight down the runway. When should this right or left deflection of the rudder be taken out? Sometimees on rotaion if I take it out, the nose yaws in the other direction.

2 hours ago, BWBriscoe said:

I usually fly the Fenix A320 or HS 787.

During take off, I apply rudder to keep the aircraft straight down the runway. When should this right or left deflection of the rudder be taken out? Sometimees on rotaion if I take it out, the nose yaws in the other direction.

On these airplanes, during takeoff, significant rudder deflection should not be necessary unless there is x-wind, uneven power settings or incorrect trim tab position. Now, if you need any rudder adjustment to maintain the centerline, after lift off, just ease the pressure on the rudders and start by maintaining the RWY HDG or following the LNAV. What you are describing seems to be an x-win condition and correct reaction. 

With symmetrical thrust on a multiengine aircraft, rudder is minimal unless there's a crosswind. With a crosswind, you would transition smoothly from rudder input to coordinated flight right after your aircraft leaves the runway -- never climb in a sideslip.

I always find I need a little bit of rudder to keep centerline, especially as most wind conditions are not straight down the runway. Although I find this much more pronounced in the Fenix A320 where I do find myself chasing the centerline a bit more.

Good to know the transition should be smooth as the aircraft lifts off.

2 hours ago, BWBriscoe said:

 Although I find this much more pronounced in the Fenix A320 where I do find myself chasing the centerline a bit more.

 

Are you holding the sidestick half forward until around 80 -100 kts and then ease it back to neutral? It certainly makes directional control much more stable.

3 hours ago, prolixindec said:

With symmetrical thrust on a multiengine aircraft, rudder is minimal unless there's a crosswind. With a crosswind, you would transition smoothly from rudder input to coordinated flight right after your aircraft leaves the runway -- never climb in a sideslip.

What he said up there

When a crosswind requires opposite rudder to track  straight then it should be smoothly released on leaving the ground otherwise you will be flying  cross controlled in a sideslip trying to track straight.

I've noticed in a lot of discussions with sim pilots that fly airliners that the difference between track and heading in a significant crosswind is often not properly understood or disregarded as it it can be a small diffference when you are doing 400  knots but not grasping this will get you into into trouble on take off/Landing even in the big stuff

Edited May 12, 20242 yr by Lonesome Cowboy Burt

As said, smooth release and let her go unless you are expected to fly a track(other than runway heading). In the real world, you will notice less input is needed as you gain airspeed and the flight controls become effective. Just be smooth as you release. If flying a track, pre arm it if able and smooth release as the FD track becomes active at about 400 usually. 

One good example of what Lonesome is saying is the Camp Springs One departing North out of KADW. The departure wants you to turn to heading 270 within 3 DME of ADW. This keeps you out of KDCA. If you pre arm LNAV on this one, LNAV becomes active at 400 and the jet will turn you to 230 to 250 to try and intercept the track in the database. Quickly, departure will ask, where are you going. It's better to just pre arm the heading mode on the depicted heading and turn to it appropriately. 

10 hours ago, BWBriscoe said:

I usually fly the Fenix A320 or HS 787.

During take off, I apply rudder to keep the aircraft straight down the runway. When should this right or left deflection of the rudder be taken out? Sometimees on rotaion if I take it out, the nose yaws in the other direction.

This is an example where rudder input maybe required on the ground, but removed after rotation. To maintain runway heading the aircraft needs to crab into wind.