There are two reasons for making a takeoff as nearly into  the wind as possible. First, the aircraft’s speed while on  the ground is much lower than if the takeoff were made  downwind, thus reducing wear and stress on the landing  gear. Second, a shorter ground roll and, therefore, much  less runway length is required to develop the minimum lift  necessary for takeoff and climb. Since the aircraft depends  on airspeed in order to fly, a headwind provides some of that  airspeed, even with the aircraft motionless, from the wind  flowing over the wings. propeller. This is most apparent in high horsepower engines.  As the aircraft starts to roll forward, the pilot should ensure  that both feet are on the front steering fork and not applying  the brake.  As speed is gained, the control bar fore and aft pitch tends  to assume a neutral trim position. The wing should be  maintained level side to side with the control bar. At the same  time, directional control should be maintained with smooth,  prompt, positive nosewheel steering throughout the takeoff  roll. The effects of engine torque at the initial speeds tend to  pull the nose to the left (or right depending on the propeller  rotation). The pilot must steer the WSC aircraft straight down  the middle of the runway with the feet. The positioning of the  wing has no effect of steering on the ground. The common  saying among WSC pilots is “you steer with your feet, you  fly with your hands.”  After taxiing onto the runway, the WSC aircraft should be  carefully aligned with the intended takeoff direction and  the nosewheel positioned straight down the runway on the  centerline. After releasing the brakes, the throttle should  be advanced smoothly and continuously to takeoff power.  [Figure 7-2]  This can be done with the foot or the hand  cruise throttle. While the speed of the takeoff roll increases, increasingly  more pressure is felt on the control bar to the ground roll  trim position. Letting the wing pitch pressures determine the  fore and aft control bar position provides the least drag for the  WSC aircraft to accelerate. The pilot maintains directional  control down the center of the runway with the foot steering,  keeps the wings level side to side, and allows the wing to  determine the pitch angle during the acceleration.  Since a good takeoff depends on the proper takeoff attitude,  it is important to know how this attitude appears and how it  is attained. The ideal takeoff attitude requires only minimum  pitch adjustments shortly after the airplane lifts off to attain  the speed for the best rate of climb (V$_{Y}$).  [Figure 7-3] The pitch attitude necessary for the aircraft to accelerate  to V$_{Y}$ speed should be demonstrated by the instructor and  memorized by the student. Initially, the student pilot may  have a tendency to hold excessive control bar forward/nose  up pressure just after lift-off, resulting in an abrupt pitch-up.  The flight instructor should be prepared for this. For a normal  takeoff, the WSC aircraft should lift off the ground gradually  and smoothly. The advantage of using the foot throttle is that the takeoff  can be aborted quickly if required. The disadvantage is that  the foot can slip off or be knocked off during the critical  takeoff phase of flight. The advantage of using the hand cruise  throttle during takeoff is having a solid and set throttle that the  pilot does not have to worry about holding during the takeoff  phase of flight. Students have been known to release the foot  throttle on takeoff, resulting in catastrophic consequences  during the lift-off and initial climb phases of fl ight. Students  may be encouraged to use the hand throttle by the instructor  or the instructor must be able to immediately apply the hand  or secondary foot throttle if a student lets up on the throttle  during this critical takeoff and climb phase.  Each type of WSC aircraft 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 fi eld,  calls for a slightly different technique as does smooth air in  contrast to a strong, gusty wind. The different techniques  for those other-than-normal conditions are discussed later  in this chapter. An abrupt application of power may cause the aircraft to  yaw sharply to the left (or right depending on the propeller  rotation) because of the torque effects of the engine and  As the WSC aircraft accelerates and obtains the speed it  needs to lift off, a slight push forward on the control bar  Figure 7-2. Lined up in the middle of the runway and ready to apply  full power for takeoff.  Takeoff Roll  Lift-Off 7-3