After a brief period of acceleration, positive forward elevator should be applied to smoothly lift the tail. The goal is to achieve a pitch attitude that improves forward visibility and produces a smooth transition to climbing flight as the aircraft continues to accelerate. If the attitude chosen is excessively steep, weight transfers rapidly to the wings, making crosswind control more difficult. If the attitude is too flat, crosswind control is also diminished, a counter- intuitive result that is discussed in the Crosswind section of this chapter. 

It is important to note that nose-down pitch movement produces left yaw, the result of gyroscopic precession created by the propeller. The amount of force created by this precession is directly related to the rate the propeller axis is tilted when the tail is raised, so it is best to avoid an abrupt pitch change. Whether smooth or abrupt, the need to react to this yaw with rudder inputs emphasizes the increased directional demands common to tailwheel airplanes, a demand likely to be unanticipated by pilots transitioning from nosewheel models. 

As speed is gained on the runway, the added authority of the elevator naturally continues to pitch the nose forward. During this stage, the pilot should concentrate on maintaining a constant-pitch attitude by gradually reducing elevator deflection. At the same time, directional control must be maintained with smooth, prompt, positive rudder corrections. All this activity emphasizes the point that tailwheel planes start to “fly” long before leaving the runway surface. 

## Liftoff 

When the appropriate pitch attitude is maintained throughout the takeoff roll, liftoff occurs when the AOA and airspeed combine to produce the necessary lift without any additional “rotation” input. The ideal takeoff attitude requires only minimum pitch adjustments shortly after the airplane lifts off to attain the desired climb speed. 

All modern tailwheel aircraft can be lifted off in the three- point attitude. That is, the AOA with all three wheels on the ground does not exceed the critical AOA, and the wings will not be stalled. While instructive, this technique results in an unusually high pitch attitude and an AOA excessively close to stall, both inadvisable circumstances when flying only inches from the ground. 

As the airplane leaves the ground, the pilot must continue to maintain straight flight and hold the proper pitch attitude. During takeoffs in strong, gusty winds, it is advisable to add an extra margin of speed 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 hold the airplane on the ground longer to attain more speed, then make a smooth, positive rotation to leave the ground. 

## Crosswind Takeoff 

It is important to establish and maintain proper crosswind corrections prior to lift-off; that is, application of aileron deflection into the wind to keep the upwind wing from rising and rudder deflection as needed to prevent weathervaning. 

Takeoffs made into strong crosswinds are the reason for maintaining a positive AOA (tail-low attitude) while accelerating on the runway. Because the wings are making lift during the takeoff roll, a strong upwind aileron deflection can bank the airplane into the wind and provide positive crosswind correction before the aircraft lifts from the runway. The remainder of the takeoff roll is then made on the upwind main wheel. As the aircraft leaves the runway, the wings can be leveled as appropriate drift correction (crab) is established. 

## Short-Field Takeoff 

With the exception of flap settings and initial climb speed as recommended by the manufacturer, there is little difference between the techniques described above for normal takeoffs. After liftoff, the pitch attitude should be adjusted as required for obstacle clearance. 

## Soft-Field Takeoff 

Wing flaps may be lowered prior to starting the takeoff (if recommended by the manufacturer) to provide additional lift and transfer the airplane’s weight from the wheels to the wings as early as possible. The airplane should be taxied onto the takeoff surface without stopping on a soft surface. Stopping on a soft surface, such as mud or snow, might bog the airplane down. The airplane should be kept in continuous motion with sufficient power while lining up for the takeoff roll. 

As the airplane is aligned with the proposed takeoff path, takeoff power is applied smoothly and as rapidly as the powerplant will accept without faltering. The tail should be kept very low to maintain the inherent positive AOA and to avoid any tendency of the airplane to nose over as a result of soft spots, tall grass, or deep snow. 

When the airplane is held at a nose-high attitude throughout the takeoff run, the wings progressively relieve the wheels of more and more of the airplane’s weight, thereby minimizing the drag caused by surface irregularities or adhesion. Once airborne, the airplane should be allowed to accelerate to climb speed in ground effect. 

