Each type of airplane has a best pitch attitude for normal lift- off; however, varying conditions may make a difference in the required takeoff technique. A rough field, a smooth field, a hard surface runway, or a short or soft, muddy field all call for a slightly different technique, as will smooth air in contrast to a strong, gusty wind. The different techniques for those other- than-normal conditions are discussed later in this chapter. 

When all the flight controls become effective during the takeoff roll in a nose-wheel type airplane, the pilot should gradually apply back-elevator pressure to raise the nose- wheel slightly off the runway, thus establishing the takeoff or lift-off attitude. This is the “rotation” for lift off and climb. As the airplane lifts off the surface, the pitch attitude to hold the climb airspeed should be held with elevator control and trimmed to maintain that pitch attitude without excessive control pressures. The wings should be leveled after lift-off and the rudder used to ensure coordinated flight. 

After rotation, the slightly nose-high pitch attitude should be held until the airplane lifts off. Rudder control should be used to maintain the track of the airplane along the runway centerline until any required crab angle in level flight is established. Forcing it into the air by applying excessive back-elevator pressure would only result in an excessively high-pitch attitude and may delay the takeoff. As discussed earlier, excessive and rapid changes in pitch attitude result in proportionate changes in the effects of torque, thus making the airplane more difficult to control. 

Although the airplane can be forced into the air, this is considered an unsafe practice and should be avoided under normal circumstances. If the airplane is forced to leave the ground by using too much back-elevator pressure before adequate flying speed is attained, the wing’s AOA may become excessive, causing the airplane to settle back to the runway or even to stall. On the other hand, if sufficient back- elevator pressure is not held to maintain the correct takeoff attitude after becoming airborne, or the nose is allowed to lower excessively, the airplane may also settle back to the runway. This would occur because the AOA is decreased and lift diminished to the degree where it will not support the airplane. It is important, then, to hold the correct attitude constant after rotation or lift-off. 

As the airplane leaves the ground, the pilot must keep the wings in a level attitude and hold the proper pitch attitude. Outside visual scans must be intensified at this critical point to attain/maintain proper airplane pitch and bank attitude. Due to the minimum airspeed, the flight controls are not as responsive, requiring more control movement to achieve an expected response. A novice pilot often has a tendency to fixate on the airplane’s pitch attitude and/or the airspeed 

indicator and neglect bank control of the airplane. Torque from the engine tends to impart a rolling force that is most evident as the landing gear is leaving the surface. 

During takeoffs in a strong, gusty wind, it is advisable that an extra margin of speed be obtained before the airplane is allowed to leave the ground. A takeoff at the normal takeoff speed may result in a lack of positive control, or a stall, when the airplane encounters a sudden lull in strong, gusty wind, or other turbulent air currents. In this case, the pilot should allow the airplane to stay on the ground longer to attain more speed; then make a smooth, positive rotation to leave the ground. 

## Initial Climb 

Upon lift-off, the airplane should be flying at approximately the pitch attitude that allows it to accelerate to V$_{Y}$. This is the speed at which the airplane gains the most altitude in the shortest period of time. 

If the airplane has been properly trimmed, some back-elevator pressure may be required to hold this attitude until the proper climb speed is established. Relaxation of any back-elevator pressure before this time may result in the airplane settling, even to the extent that it contacts the runway. 

The airplane’s speed will increase rapidly after it becomes airborne. Once a positive rate of climb is established, the pilot should retract the flaps and landing gear (if equipped). It is recommended that takeoff power be maintained until reaching an altitude of at least 500 feet above the surrounding terrain or obstacles. The combination of V$_{Y}$ and takeoff power assures the maximum altitude gained in a minimum amount of time. This gives the pilot more altitude from which the airplane can be safely maneuvered in case of an engine failure or other emergency. A pilot should also consider flying at Vy versus a lower pitch for a cruise climb requires much quicker pilot response in the event of a powerplant failure to preclude a stall. 

Since the power on the initial climb is set at the takeoff power setting, the airspeed must be controlled by making slight pitch adjustments using the elevators. However, the pilot should not fixate on the airspeed indicator when making these pitch changes, but should continue to scan outside to adjust the airplane’s attitude in relation to the horizon. In accordance with the principles of attitude flying, the pilot should first make the necessary pitch change with reference to the natural horizon and hold the new attitude momentarily, and then glance at the airspeed indicator to verify if the new attitude is correct. Due to inertia, the airplane will not accelerate or decelerate immediately as the pitch is changed. It takes a little time for the airspeed to change. If the pitch attitude has been over or under corrected, the airspeed indicator will show a 

