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Stopping on a soft surface, such as mud, snow or sand, might bog the aircraft down; therefore, it should be kept in continuous motion with sufficient power while lining up for the takeoff roll. 

##  Takeoff Roll 

As the aircraft is aligned with the takeoff path, takeoff power is applied smoothly and rapidly. As the aircraft accelerates, the control bar is moved full forward to the front tube to establish a positive angle of attack and to reduce the weight supported by the nosewheel because any lift on the wing takes load off of the landing gear. 

When the aircraft is held at a nose-high attitude throughout the takeoff run and as speed increases and lift develops, the wings progressively relieve the wheels of more and more of the WSC’s weight, thereby minimizing the drag caused by surface irregularities or adhesion. If this attitude is accurately maintained, the aircraft virtually flies itself off the ground, becoming airborne at airspeed slower than a safe climb speed because of ground effect. [Figure 7-14] 

##  Lift-Off and Initial Climb 

After becoming airborne, the nose should be lowered very gently with the wheels clear but just above the surface to allow the aircraft to utilize ground effect to accelerate to V$_{Y}$, or V$_{X}$ if obstacles must be cleared. Extreme care must be exercised immediately after the aircraft becomes airborne and while it accelerates to avoid settling back onto the surface. An attempt to climb prematurely or too steeply may cause the aircraft to settle back to the surface as a result of losing the benefit of ground effect. An attempt to climb out of ground effect before sufficient climb airspeed is attained may result in aircraft incapacity to continue climbing as the ground effect area is traveled, even with full power for lower powered WSC 

aircraft. Therefore, it is essential that the aircraft remain in ground effect until at least V$_{X}$ is reached. This requires a feel for the WSC aircraft and a very fine control touch in order to avoid overcontrolling the pitch control as required control pressures change with aircraft acceleration. Simply getting off the ground as quickly as possible and flying in ground effect is the goal. 

In addition to normal takeoffs, additional common errors in the performance of soft/rough field takeoffs are: 

• Attempting a takeoff with a WSC that is not equipped with the proper tires. 

• Minimum air pressure not used in tires. 

• Insufficient control bar forward pressure during initial takeoff roll, resulting in inadequate angle of attack. 

• Poor directional control. 

• Climbing too steeply after lift-off. 

• Abrupt and/or excessive pitch control while attempting to level off and accelerate after lift-off. 

• Allowing the aircraft to “mush” or settle resulting in an inadvertent touchdown after lift-off. 

• Attempting to climb out of ground effect area before attaining sufficient climb speed. 

##  Rejected Takeoff/Engine Failure 

Emergency or abnormal situations can occur during a takeoff that requires a pilot to reject the takeoff while still on the runway. Circumstances such as a malfunctioning powerplant, items dislodging during takeoff, inadequate acceleration, runway incursion, or air traffi c conflict may be reasons for a rejected takeoff. 

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