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## Takeoff Roll 

As the airplane is aligned with the takeoff path, the pilot should apply takeoff power smoothly and as rapidly as the powerplant can accept without faltering. As the airplane accelerates, the pilot should apply enough back-elevator pressure to establish a positive AOA and to reduce the weight supported by the nose-wheel. 

When the airplane is held at a nose-high attitude throughout the takeoff run, the wings increasingly relieve the wheels of the airplane’s weight as speed increases and lift develops, thereby minimizing the drag caused by surface irregularities or adhesion. If this attitude is accurately maintained, the airplane virtually flies itself off the ground, becoming airborne but at an airspeed slower than a safe climb speed because of ground effect.  [Figure 5-10] 

## Lift-Off 

After the airplane becomes airborne, the pilot should gently lower the nose with the wheels clear of the surface to allow the airplane to accelerate to V$_{Y}$, or V$_{X}$ if obstacles must be cleared. Immediately after the airplane becomes airborne and while it accelerates, the pilot should be aware that, while transitioning out of the ground effect area, the airplane will have a tendency to settle back onto the surface. An attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of the loss of ground effect. During the transition out of the ground effect area, the pilot should not attempt to climb out of ground effect before reaching the sufficient climb airspeed, as this may result in the airplane being unable to climb further, even with full power applied. Therefore, it is essential that the airplane remain in ground effect until at least V$_{X}$ is reached. This requires a good understanding of the control pressures, aircraft responses, visual clues, and acceleration characteristics of that particular airplane. 

## Initial Climb 

After a positive rate of climb is established, and the airplane has accelerated to V$_{Y}$, the pilot should retract the landing gear and flaps, if equipped. If departing from an airstrip with wet snow or slush on the takeoff surface, the gear should not be 

retracted immediately so that any wet snow or slush to be air-dried. In the event an obstacle must be cleared after a soft-field takeoff, the pilot should perform the climb-out at V$_{X}$ until the obstacle has been cleared. The pilot should then adjust the pitch attitude to V$_{Y}$ and retract the gear and flaps. The power can then be reduced to the normal climb setting. The pilot may then reduce power to normal climb setting. 

Common errors in the performance of soft/rough field takeoff and climbs are: 

• Failure to review AFM/POH and performance charts prior to takeoff. 

• Failure to adequately clear the area. 

• Insufficient back-elevator pressure during initial takeoff roll resulting in inadequate AOA. 

• Failure to cross-check engine instruments for indications of proper operation after applying power. 

• Poor directional control. 

• Climbing too high after lift-off and not leveling off low enough to maintain ground effect altitude. 

• Abrupt and/or excessive elevator control while attempting to level off and accelerate after liftoff. 

• Allowing the airplane 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. 

• Failure to anticipate an increase in pitch attitude as the airplane climbs out of ground effect. 

## Rejected Takeoff/Engine Failure 

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

Prior to takeoff, the pilot should identify a point along the runway at which the airplane should be airborne. If that 

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