Narrative:

Pushed back in ZZZ. Began taxi and noticed NWS (nose wheel steering) was erratic enough to notice the steering of the aircraft was not 'normal' (significant aft cg (31+) but within limits). I could control the aircraft but could feel the nose wheel did not have sufficient weight to maintain normal nose wheel steering. Our aircraft was a light md-11 with aft cg within limits. Our payload was 6420 lbs of empty cans. We had 41.7 lbs of fuel. Very light aircraft at 305;000 lbs. Had to taxi all the way around the airport to the west side to runway 34L. The thunderstorm northeast of the field began to cause strong gusty winds and we were directed to runway 25 for takeoff due to wind shear on 34L. By the time we got to runway 25; winds were out of limits due to tail wind. Taxied back to 34L for takeoff. By this time the wind shear was over and the winds were steady at 040/34 kts. Discussed the issue with the aft cg with the first officer (first officer) and directed him to be sure to hold the nose on the ground with the elevators to keep it on the ground until rotation. Started the takeoff roll; selected max power. As max power was set; first officer had full nose down on the control wheel and full right aileron for the wind. Approximately 40-60 kts; the nose left the center line and the aircraft began to weather vane into the wind. We were approximately 5-10 degrees off of runway heading when I was challenging the first officer to maintain center line. He immediately stated full left rudder. I called reject and took the aircraft to stop our progression toward the right side of the runway. Max speed was approximately 60 kts. Exited the runway and taxied back to the ramp. This event was caused by an aft cg; light aircraft (little fuel); no freight except for empty cans; and a significant cross wind on takeoff.this event could have been prevented with a cg much further forward than it was. This aft cg caused the nose to bounce during taxi causing a 'mushy' feel for steering. I suggest that something be written for training for all md-11 crew members to see that; if they have a light; aft cg aircraft and note during taxi that the NWS is not taxing the aircraft very well; and combine that with a significant crosswind; to return to the gate and request more freight forward; ballast pallet; more fuel. Whatever can bring the cg forward to help hold the nose on the ground during taxi and takeoff. We were lucky today. I had not flown for over a month. So my skills needed a couple of legs to get back in shape. My first officer deserves a bravo zulu because his comment after I challenged him was short and concise enough for us to have the time to keep the aircraft from departing the runway surface. A few more seconds and I am not sure we would have stayed on the runway. His 'full left rudder' call made me realize immediately we had to reject. I am not sure any other comment at that moment would have made me reject so quickly. Another 5 degrees toward the side of the runway probably would have been my action point but luckily he said what he said at the best possible time and we saved some precious moments to stop on the runway. We should never had been put in the situation with the light aircraft and aft cg. There was a tell (mushy NWS); but it wasn't enough to think we would have a problem for takeoff. Lesson learned for this crew.

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Original NASA ASRS Text

Title: MD-11 Captain reported aircraft control issues due to aft CG and winds; resulting in a rejected takeoff.

Narrative: Pushed back in ZZZ. Began taxi and noticed NWS (Nose Wheel Steering) was erratic enough to notice the steering of the aircraft was not 'normal' (significant aft CG (31+) but within limits). I could control the aircraft but could feel the nose wheel did not have sufficient weight to maintain normal nose wheel steering. Our aircraft was a light MD-11 with aft CG within limits. Our payload was 6420 lbs of empty cans. We had 41.7 lbs of fuel. Very light aircraft at 305;000 lbs. Had to taxi all the way around the airport to the west side to Runway 34L. The thunderstorm northeast of the field began to cause strong gusty winds and we were directed to Runway 25 for takeoff due to wind shear on 34L. By the time we got to Runway 25; winds were out of limits due to tail wind. Taxied back to 34L for takeoff. By this time the wind shear was over and the winds were steady at 040/34 kts. Discussed the issue with the aft CG with the FO (First Officer) and directed him to be sure to hold the nose on the ground with the elevators to keep it on the ground until rotation. Started the takeoff roll; selected max power. As max power was set; FO had full nose down on the control wheel and full right aileron for the wind. Approximately 40-60 kts; the nose left the center line and the aircraft began to weather vane into the wind. We were approximately 5-10 degrees off of Runway HDG when I was challenging the FO to maintain center line. He immediately stated full left rudder. I called reject and took the aircraft to stop our progression toward the right side of the runway. Max speed was approximately 60 kts. Exited the runway and taxied back to the ramp. This event was caused by an aft CG; light aircraft (Little fuel); no freight except for empty cans; and a significant cross wind on takeoff.This event could have been prevented with a CG much further forward than it was. This aft CG caused the nose to bounce during taxi causing a 'mushy' feel for steering. I suggest that something be written for training for all MD-11 crew members to see that; if they have a light; aft CG aircraft and note during taxi that the NWS is not taxing the aircraft very well; and combine that with a significant crosswind; to return to the gate and request more freight forward; ballast pallet; more fuel. Whatever can bring the CG forward to help hold the nose on the ground during taxi and takeoff. We were lucky today. I had not flown for over a month. So my skills needed a couple of legs to get back in shape. My FO deserves a Bravo Zulu because his comment after I challenged him was short and concise enough for us to have the time to keep the aircraft from departing the runway surface. A few more seconds and I am not sure we would have stayed on the runway. His 'Full left Rudder' call made me realize immediately we had to reject. I am not sure any other comment at that moment would have made me reject so quickly. Another 5 degrees toward the side of the runway probably would have been my action point but luckily he said what he said at the best possible time and we saved some precious moments to stop on the runway. We should never had been put in the situation with the light aircraft and Aft CG. There was a tell (mushy NWS); but it wasn't enough to think we would have a problem for takeoff. Lesson learned for this crew.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.