With a strong crosswind, do you anticipate the aircraft movement after rotation and be prepared to provide correction or is it automatic in FBW acft ?
During takeoff, the aircraft will want to yaw into the wind. It will also have different relative wing sweep on each side, so it will want to roll away from the wind. Upshot is that you will need quite a bit of rudder throughout the takeoff roll, and an increasing amount of aileron in the opposite direction. You hold those crossed controls throughout the rotation, and sort them out once airborne.
FBW isn't that helpful. It may see the aircraft as having some sideslip after liftoff, and it will put in some rudder to counter that, but it doesn't take away the need for crosswind technique. In theory it also takes care of the aileron on the runway, but in practice doesn't do a good job, so you're better off doing it yourself.
Landing, you'll carry the drift right down to the flare, and then if you get it right, complete the flare, and then smoothly use the rudder to align the aircraft with the runway. A common error here is to align too early, in which case the aircraft immediately starts drifting downwind. Another error is to put in the rudder too quickly, which will give a strong roll response. The Boeing were much easier to handle in a crosswind than the Airbus, basically because they could be landed with ALL of the drift intact, and you simply sort out the alignment after touchdown. That was the preferred method on a wet runway. Airbus have a 5 degree drift limit at touchdown, so you at least need to get the drift below that level.
Is landing worse than take off in strong crosswinds or are they both a PITA ?
Landing is much harder than the takeoff, especially as the wind is never constant so you're almost always fighting a constantly varying enemy.
(dunno how much of that is true or not but it makes a nice story)
